Trailer stabilizer and restraint

ABSTRACT

A trailer restraining device comprising a portable frame having mounted thereto a tail hook and a king pin receiver that includes at least one of a receiver hydraulic cylinder, a receiver pneumatic cylinder, a receiver electric actuator, and a receiver winch.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of U.S. Provisional PatentApplication Ser. No. 62/206,869, titled, “TRAILER STABILIZER ANDRESTRAINT,” filed Aug. 19, 2015, the disclosure of which is incorporatedherein by reference.

RELATED ART Field of the Invention

The present disclosure is directed to stabilizing and restraint devicesthat are coupled to parked semi-trailers at a loading dock or similarlocation and, more specifically, to stabilizing devices and associatedmethods of stabilizing and/or leveling a parked semi-trailer.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an elevated perspective view of a first exemplary embodimentof a trailer restraint and first exemplary ground mount in accordancewith the instant disclosure.

FIG. 2 is a profile view of the first exemplary restraint and groundmount of FIG. 1 shown positioned under a parked semi-trailer in arestraining position.

FIG. 3 is a bottom perspective view of the first exemplary restraint ofFIG. 1, shown without a wheel and tire, without a coil spring, andwithout an associated hydraulic circuit.

FIG. 4 is an elevated perspective view of the first exemplary restraintof FIG. 1, shown without a wheel and tire, without a coil spring, andwithout an associated hydraulic circuit.

FIG. 5 is an elevated perspective view of the exemplary frame of thefirst exemplary restraint of FIG. 1.

FIG. 6 is an elevated perspective view of the exemplary frame, groundhook, and ground mount of the first exemplary restraint of FIG. 1.

FIG. 7 is an elevated perspective view of the components mounted to thebackbone tube of the first exemplary restraint of FIG. 1.

FIG. 8 is an elevated perspective view of the components mounted to theengagement neck and components of the king pin receiver of the firstexemplary restraint of FIG. 1.

FIG. 9 is an elevated perspective view of the exemplary king pinreceiver of the first exemplary restraint of FIG. 1.

FIG. 10 is an exploded view of the exemplary king pin receiver of thefirst exemplary restraint of FIG. 1.

FIG. 11 is an elevated perspective, reveal view of the exemplary kingpin receiver of the first exemplary restraint of FIG. 1.

FIG. 12 is a bottom perspective view of the exemplary king pin receiverwithout the hydraulic cylinder and top plate.

FIG. 13 is a first exemplary schematic diagram of the exemplaryhydraulic system comprising part of the first exemplary restraint ofFIG. 1.

FIG. 14 is a profile view showing the first exemplary restraint of FIG.1 mounted to a semi-trailer, where the semi-trailer is positioned at aloading dock for loading/unloading.

FIG. 15 is a profile view of the first exemplary restraint of FIG. 1being initially positioned underneath the semi-trailer of FIG. 14.

FIG. 16 is a profile view of the first exemplary restraint of FIG. 1positioned underneath the semi-trailer of FIG. 14 so the king pinreceiver receives the king pin of the semi-trailer.

FIG. 17 is a profile view of the first exemplary restraint of FIG. 1positioned underneath the semi-trailer of FIG. 14 so the king pinreceiver receives the king pin of the semi-trailer and the ground hookengages a first exemplary ground mount, where the restraint may in atension position.

FIG. 18 is an overhead view of the first exemplary restraint of FIG. 1positioned underneath the semi-trailer of FIG. 14 so the king pinreceiver receives the king pin of the semi-trailer and the ground hookengages a first exemplary ground mount, where the restraint is in atension position.

FIG. 19 is an overhead view of the first exemplary restraint of FIG. 1positioned underneath the semi-trailer of FIG. 14 so the king pinreceiver receives the king pin of the semi-trailer and the ground hookengages a ground mount, where the restraint is no longer in a tensionposition.

FIG. 20 is an overhead view of a segment of a second exemplary restraintpositioned underneath the semi-trailer of FIG. 14 and engaging a firstexemplary ground mount, where the ground hook incorporates elongatedrecesses and hydraulic cylinders mounted to the repositionable cylinderin order to provide for a tension position as well as actuating thehydraulic cylinders to relieve a tension position.

FIG. 21 is a profile view of a segment of the second exemplary restraintof FIG. 20, shown engaging the first exemplary ground mount, where theground hook incorporates elongated recesses and hydraulic cylindersmounted to the repositionable cylinder in order to provide for a tensionposition as well as actuating the hydraulic cylinders to relieve atension position.

FIG. 22 is a second exemplary schematic diagram of the exemplaryhydraulic system comprising part of the second exemplary restraint ofFIG. 20.

FIG. 23 is a profile view of a segment of a third exemplary restraintshown engaging the first exemplary ground mount, where the ground hookand engagement neck both incorporate hydraulic cylinders in order toprovide for a tension position as well as actuating the hydrauliccylinders to relieve a tension position.

FIG. 24 is an overhead view of the segment of the third exemplaryrestraint engaging the first exemplary ground mount, where the groundhook and engagement neck incorporate hydraulic cylinders in order toprovide for a tension position as well as actuating the hydrauliccylinders to relieve a tension position.

FIG. 25 is a third exemplary schematic diagram of the exemplaryhydraulic system comprising part of the third exemplary restraint ofFIG. 23.

FIG. 26 is a profile view of a first alternate exemplary embodiment of aground mount, with the repositionable carriage shown in the fullyextended, rearward position.

FIG. 27 is a profile view of the first alternate exemplary ground mountof FIG. 26, shown with the repositionable carriage in the fullyretracted, forward position.

FIG. 28 is a profile view of a second alternate exemplary embodiment ofa ground mount, shown with the repositionable carriage in the mostrearward position.

FIG. 29 is a profile view of the second alternate exemplary ground mountof FIG. 28, shown with the repositionable carriage in the most forwardposition.

FIG. 30 is an elevated perspective view of a first exemplary stabilizerembodiment in accordance with the present disclosure.

FIG. 31 is an elevated perspective view of the torsion axle assembly,the wheel assembly, and the brake assembly of the first exemplarystabilizer embodiment of FIG. 30.

FIG. 32 is an elevated perspective view of the repositioning assembly,the dampening assembly, and a portion of the brake assembly of the firstexemplary stabilizer embodiment of FIG. 30.

FIG. 33 is an exploded view of assembled components of FIG. 32.

FIG. 34 is a magnified view of an exemplary jack assembly in the contextof the brake assembly and the axle assembly.

FIG. 35 is an exploded view of certain components depicted in FIG. 34.

FIG. 36 is an exploded view of certain components depicted in FIG. 30.

FIG. 37 is a profile view showing the exemplary stabilizer of FIG. 30positioned underneath a parked semi-trailer, while the semi-trailerabuts a loading dock, prior to repositioning the jack assemblies intoone of a reserve position, a shared weight bearing position, or anexclusive weight bearing position.

FIG. 38 is an overhead view of the structures of FIG. 37, with thesemi-trailer shown in phantom so structures positioned underneath theparked semi-trailer are visible.

FIG. 39 is a top view of a contact plate for use with a first alternateexemplary trailer stabilizer.

FIG. 40 is a rear view of the contact plate of FIG. 39.

FIG. 41 is a side profile view of the contact plate of FIG. 39.

FIG. 42 is an elevated perspective view of a first alternate exemplarytrailer restraint in accordance with the instant disclosure.

FIG. 43 is a top view of another contact plate for use with a secondalternate exemplary trailer stabilizer.

FIG. 44 is a rear view of the contact plate of FIG. 43.

FIG. 45 is an elevated perspective view of a second alternate exemplarytrailer restraint in accordance with the instant disclosure.

DETAILED DESCRIPTION

The exemplary embodiments of the present disclosure are described andillustrated below to encompass exemplary semi-trailer restraints andstabilizers. Of course, it will be apparent to those of ordinary skillin the art that the embodiments discussed below are exemplary in natureand may be reconfigured without departing from the scope and spirit ofthe present invention. However, for clarity and precision, the exemplaryembodiments as discussed below may include optional steps, methods, andfeatures that one of ordinary skill should recognize as not being arequisite to fall within the scope of the present invention.

Referencing FIGS. 1-19, a first exemplary trailer restraint 100 inaccordance with the instant disclosure is configured to engage a kingpin 110 of a parked semi-trailer 112 and concurrently engage a groundmount 120 to limit movement of the semi-trailer. In exemplary form, thefirst exemplary trailer restraint 100 may be utilized to restrain aparked semi-trailer 112 at a loading dock 114 while the trailer is beingloaded or unloaded.

The first exemplary trailer restraint 100 is portable by way of a pairof wheels 130 mounted to an axle and wheel hubs 132, where the axle ismounted to a frame 136. In exemplary form, the wheels 130 may bestandard eighteen inch diameter and have a five lug pattern. Thoseskilled in the art will understand that larger or smaller wheels may beused in lieu of those described in exemplary form, in addition to havinglug patterns or fastening mechanisms that differ from the exemplarywheels 130 described. Each wheel 130 includes a corresponding tire 140that may be solid or inflated with fluid (e.g., air, nitrogen, etc.). Inaddition to the axle and wheel hubs 132, the first exemplary trailerrestraint 100 also includes a caster wheel 144 mounted to the frame 136.

In this exemplary embodiment, the frame 136 includes a longitudinalbackbone tube 150 fabricated from rectangular steel and having a wallthickness of a quarter of an inch. The caster wheel 144 is mounted tothe underneath side of the longitudinal backbone tube 150 proximate thetube's longitudinal midpoint (from proximal to distal). A proximal endof the backbone tube 150 is mounted to a handle rail 154, which isfabricated from a piece of block C-shaped steel having a wall thicknessof a quarter of an inch. In this exemplary embodiment, the proximal endof the backbone tube 150 is welded to the distal end of the handle rail154 so that the handle rail is angled approximately one hundred andtwenty degrees with respect to the backbone tube. Near the proximal endof the handle arm 154 are corresponding orifice that receive a metalhandle bar 160 that may be rigidly or pivotally connected to the handlerail 154. By way of example, the metal handle bar 160 is fabricated fromsteel tubing having been formed into an oval shape. As will be discussedin more detail hereafter, the handle bar 160 is grasped by a user inorder to reposition the first exemplary trailer restraint 100 usingeither a pulling or a pushing action. But a hydraulic circuit 200 isprovided to reposition other aspects of the first exemplary trailerrestraint 100.

An exemplary hydraulic circuit 200 in accordance with the instantdisclosure is utilized to reposition a ground hook 210, an engagementneck 220, and a king pin stop 230 associated with the engagement neck. Afluid reservoir 240 is mounted to the longitudinal rectangular tube 150proximate its proximal end. This fluid reservoir 240 is in selectivefluid communication with the hydraulic cylinders operatively coupled tothe ground hook 210, the engagement neck 220, and the king pin stop 230by way of a series of valves 242 and hydraulic fluid lines 244. A moredetailed explanation of the hydraulic circuit 200 follows a descriptionof the other components of the first exemplary trailer restraint 100.

Referring to FIGS. 1 and 5, the frame 136 of the first exemplary trailerrestraint 100 provides a chassis to which the ground hook 210, anengagement neck 220, and the axle and wheel hubs 132 are mounted. In thecase of the ground hook 210 and the engagement neck 220, each isrepositionably mounted to the frame 136. In order to provide thisrepositionable feature, the frame 136 includes a horizontal plate 250extending laterally to cover a lateral majority of the axle 132 (but notthe wheel hubs). The horizontal plate 250 is mounted to a pair ofvertical supports 260 that are spaced apart from one another in alateral direction. In particular, the vertical supports 260 areidentical and are oriented perpendicularly with respect to thehorizontal plate 250. In addition, the vertical supports 260 areoriented in parallel to one another to extend both vertically and in theproximal-to-distal direction. A proximal vertical support 270 isconcurrently mounted to the horizontal plate 250 and to the pair ofvertical supports 260. More specifically, the vertical support 270extends perpendicularly with respect to the horizontal plate 250 andperpendicularly with respect to the pair of vertical supports 260. Inexemplary form, the plate 250 and supports 260, 270 are fabricated frommetal plate material that is welded together. Each vertical support 260includes a hole extending therethrough that is vertically and laterallyaligned with the counterpart hole extending through the opposingvertical support, where both holes are sized to receive a shaft 280,where the shaft rigidly mounted to the engagement neck 220 androtationally repositionable with respect to the ground hook 210. Theground hook 210 is pivotally mounted to the shaft 280, which allows theground hook to pivot around a central axis of the shaft. In thisexemplary embodiment, the ground hook 210 is rigidly mounted to a pairof bearings 286, which are also mounted to the shaft 280.

Turning to FIGS. 3, 5, and 6, the ground hook 210 comprises two lateralrails 290 having an identical shape and being spaced apart from oneanother in the lateral direction by way of two cross-members 292 thatare welded to the lateral rails, though additional or fewercross-members may be utilized. A first of the cross-members 292 includesa bracket 294 and corresponding pin 296 configured to pivotally coupleto a first hydraulic cylinder 298 of the exemplary hydraulic circuit 200to the first cross-member. An opposite end of the first hydrauliccylinder 298 is pivotally mounted to a pin 306 extending through anotherbracket 308 mounted to the horizontal plate 250 and the vertical support270. In this fashion, extension of the first hydraulic cylinder 298 isoperative to raise the ground hook 210, while retraction of the firsthydraulic cylinder 298 is operative to lower the ground hook 210 towardthe ground mount 120 (i.e., ground cleat).

In exemplary form, the ground mount 120 is secured to the ground (e.g.,pavement, concrete, or other surface) using screws, bolts, or any otherfastening mechanism (not shown) or method. The exemplary ground mount120 includes a plurality of raised ribs 322 that are interposed bycorresponding recesses 324. In this exemplary embodiment, the raisedribs 322 have a vertically elevated portion that is angled with respectto a base portion, which is mounted to the frame of the ground mount120. In this fashion, the raised ribs 322 are angled from distal toproximal (an incline on the raised ribs 322 exists from proximal todistal), as are the corresponding recesses 324 in order to receive andretain a floating catch 330 of the ground hook 210.

In exemplary form, the floating catch 330 of the ground hook 210comprises a cylindrical rod 332 with stoppers 334 mounted at opposingends thereof. The cylindrical rod 332 is sized to be received within acorresponding opening 340 extending through each the two lateral rails290. By way of example, the openings 340 are rounded triangular openingssubstantially larger than the greatest cross-sectional dimension of therod 332 to allow the rod to move within the openings 340 within apredetermined play range. Moreover, the stoppers 334 inhibit the rod 332from being pulled completely out of one or both of the openings 340 sothat the rod continues to span between the lateral rails 290 regardlessof its position within the openings. In other words, the oversizednature of the openings 340 allows for vertical, proximal-to-distal, andhorizontal angular adjustments of the rod 332 with respect to the twolateral rails 290, while maintaining the rod so as to span across thelateral rails. Accordingly, the ground hook 210 and its cylindrical rod332 need not be precisely aligned over the ground mount 120 either froman angular perspective or from a proximal-to-distal perspective in orderfor the cylindrical rod to be captured between corresponding raised ribs322 of the ground mount given the play between the cylindrical rod andthe two lateral rails 290 when the ground hook is lowered toward theground mount by retracting the hydraulic cylinder 298 and pivoting thelateral rails with respect to the shaft 280 using the bearings 286.

In addition to guiding pivoting motion of the ground hook 210, the shaft280 also utilizes a set of bearings 350 that are respectively mounted toopposing exterior sides of the pair of vertical supports 260 in order torotate with respect to the vertical supports. As discussed previously,the engagement neck 220 is mounted to the shaft 280 so that as the shaftrotates with respect to the vertical supports 260, so too does theengagement neck.

In exemplary form, the engagement neck 220 includes a hollow tube 351that is sized to receive and circumscribe the shaft 280. Morespecifically, the hollow tube 351 and the shaft 280 are each fabricatedfrom metal and are welded to one another so that rotation of the shaftcauses the hollow tube to rotate with the shaft. In this exemplaryembodiment, the hollow tube 351 and shaft 280 extend throughcorresponding circular openings through opposing walls of a longitudinalrectangular tube 360 fabricated from steel and having a wall thicknessof a one-eighth of an inch. A hollow tube 351 extends through a distalend of the longitudinal rectangular tube 360 and is welded thereto in atransverse orientation with respect to the longitudinal dominantdimension of the longitudinal rectangular tube. In other words, rotationof the shaft 280 is accompanied by corresponding rotation of the hollowtube 351 and the longitudinal rectangular tube 360. In order to provideadditional support between the hollow tube 351 and the longitudinalrectangular tube 360, two pairs of gussets 368 are mounted to opposingsides of the longitudinal rectangular tube and to corresponding sectionsof the hollow tube.

Opposite the distal end, a proximal end of the longitudinal rectangulartube 360 is mounted in-line to a second longitudinal rectangular hollowtube 370 fabricated from steel and having a wall thickness of aone-eighth of an inch. The interface surfaces of the longitudinalrectangular tubes 360, 370 are formed so that the longitudinalrectangular tube 360 is angled approximately 135 degrees with respect tothe second longitudinal rectangular tube 370. Two side plates 372 aremounted to opposing sides of the longitudinal rectangular tubes 360, 370to bookend the joint. By way of example, the joint between thelongitudinal rectangular tubes 360, 370 may be welded or otherwisefastened together, in addition to the side plates being welded orotherwise fastened to the longitudinal rectangular tubes 360, 370 sothat rotational motion of the longitudinal rectangular tube 360 istranslated into similar motion of the second longitudinal rectangulartube 370.

The rotational motion of the engagement neck 220 with respect to theframe 136 may be floating. In particular, a spring retainer 374 ismounted to the underside of the second longitudinal rectangular tube370. A complementary spring retainer 376 is also mounted to the top sideof the longitudinal rectangular tube 150 proximate the caster 144. Inexemplary form, each spring retainer 374, 376 comprises a hollowcylinder with a peripheral flange extending axially andcircumferentially from a base of the cylinder. The hollow cylinder issized to act as a guide and retainer for a coil spring 378 thatinterposes the spring retainers 374, 376. Consequently, the peripheralflange of each spring retainer 374, 376 acts as a stop to prohibitmotion of the coil spring when around the hollow cylinder. When notactively repositioned, the engagement neck 220 floats over thelongitudinal rectangular tube 150 so that if a load is applied to thetop of the engagement neck, the coil spring 378 compresses until itscompression force equalizes the load applied or the spring is fullycompressed, whichever occurs first. In contract, in certaincircumstances, it may be desirable to actively reposition the engagementneck 220 and retain the engagement neck in a fixed position with respectto the frame 136 by overcoming the bias of the coil spring 378.

The first exemplary trailer restraint 100 also includes a neckrepositioning hydraulic cylinder 380 operative coupled to the engagementneck 220 to reposition (by way of rotation) the engagement neck toovercome the bias exerted by the coil spring 378. As will be discussedin more detail hereafter, the floating feature of the engagement neck ofthe first exemplary trailer restraint 100 may be advantageous whencoupling the engagement neck to a king pin of a parked semi-trailer 112.And, when a user desires to reposition the first exemplary trailerrestraint 100 from underneath the parked semi-trailer, lowering andpivoting of the engagement neck 220 may be advantageous to more easilyremove the trailer restraint from underneath the parked semi-trailer 112post deployment.

In exemplary form, a first end of a housing of the hydraulic cylinder380 is mounted to an appendage 384 extending laterally from thelongitudinal rectangular tube 150. More specifically, the first end ofthe hydraulic cylinder 380 includes a pair of bearings that circumscribea cylindrical projection 382 associated with the appendage 384, therebyallowing rotation of the hydraulic cylinder with respect to theappendage. An opposite, second end of the hydraulic cylinder 380 ismounted to a shackle 390, which includes a pair of parallel plates. Eachof the parallel plates includes two holes extending therethrough toaccommodate throughput of two bolts 394, 396. The first bolt 394 ismounted to the underside side of the second longitudinal rectangulartube 370 just forward of the plates 372 and extends laterally outwardtherefrom generally perpendicular to the longitudinal axis of the secondlongitudinal rectangular tube. The first bolt 394 extends concurrentlythrough the corresponding holes of the shackle 390 and a hollowcylindrical bushing 398 in order to maintain spacing between the shackleplates as the shackle is rotated with respect to the first bolt. Thesecond bolt 396 extends concurrently through a second set ofcorresponding holes of the shackle 390 and the second end of thehydraulic cylinder 380 and allows rotation of the second end of thehydraulic cylinder with respect to the second bolt and shackle.Consequently, retraction of the hydraulic cylinder 380 is operative toactively overcome, via fluid pressure, the bias of the coil spring 378in order to pivot and lower the height of the engagement neck 220.Conversely, the hydraulic cylinder 380 may be depressurized toreposition the engagement neck 220 using the bias of the coil spring 374to pivot and raise the engagement neck with respect to the frame 136. Insuch a circumstance, the engagement neck 220 floats and pivots withrespect to the frame 136 so that external forces acting upon theengagement neck (e.g., having the engagement neck 220 contacted by aparked semi-trailer 112 when pushed thereunder) may be operative toovercome the bias of the coil spring 378 to lower the height of theengagement neck.

A proximal portion of the engagement neck 220 includes a king pinreceiver 400 that is configured to receive a king pin of a parkedsemi-trailer 112 as part of restraining the parked semi-trailer. Inexemplary form, the king pin receiver 400 is pivotally coupled to thesecond longitudinal rectangular tube 370 near its proximal end using apivot pin 402 concurrently extending through corresponding holes throughthe second longitudinal rectangular tube and the king pin receiver. Inthis exemplary embodiment, a governor 408 restricts that amount ofpivoting travel that is possible between the king pin receiver 400 andthe second longitudinal rectangular tube 370. More specifically, thegovernor 408 comprises a series of chain links with a first end of thechain links being mounted to the second longitudinal rectangular tube370 and a second end of the chain links being mounted to the king pinreceiver 400. In this manner, when taut, the chain links prohibitfurther pivoting motion of the king pin receiver 400 with respect to thesecond longitudinal rectangular tube 370 in the direction that causedthe chain links to become taut. Conversely, when slack, the chain linksallow limited pivoting motion of the king pin receiver 400 with respectto the second longitudinal rectangular tube 370 until reaching the limitof the pivotal movement when the chain links become taut or when theking pin receiver contacts the top of the second longitudinalrectangular tube 370. By way of example, the governor 408 is intended torestrict pivotal motion of the king pin receiver 400 with respect to thesecond longitudinal rectangular tube 370 so that at a maximum height ofthe second longitudinal rectangular tube, the king pin receiver is nomore than plus twenty degrees rotated beyond horizontal level (asmeasured from the top plate surface of the king pin receiver) and noless than negative forty five degrees rotated beyond horizontal level.Conversely, by way of example, the governor 408 is intended to allowpivotal motion of the king pin receiver 400 with respect to the secondlongitudinal rectangular tube 370 so that at a minimum height of thesecond longitudinal rectangular tube, the king pin receiver is no morethan plus fifty degrees rotated beyond horizontal level (as measuredfrom the top plate surface of the king pin receiver) and no less thannegative five degrees rotated beyond horizontal level. Those skilled inthe art will understand that by changing the link size of the governor408 chain and/or the number of chain links utilized, one may easilychange the degree of pivotal motion available between the king pinreceiver 400 and the second longitudinal rectangular tube 370.

Turning specifically to FIGS. 8-12, the structure of the king pinreceiver 400 includes a top, planar plate 412 having an elongatedopening 414 that is configured to accommodate through put of a trailerking pin. A proximal end of the plate 412 is mounted to a pair ofappendages 416 extending generally perpendicularly with respect to theplate and away from the plate toward the ground. In exemplary form, theappendages 416 may comprise extensions of the plate 412 having been bentor folded with respect to the plate to take on a perpendicularorientation. In such a circumstance, prior to bending of the appendages416, an opening is formed between the appendages to accommodate thelateral spacing of a longitudinal box 420 mounted to the plate 412 andappendages 416. The longitudinal box 420 includes a set of parallel railplates 424 that are identically shaped and equidistantly spaced apartfrom one another to create a through trough 426 that is aligned with theelongated opening 414 extending through the top plate 412, the undersideof which bounds part of the trough. A proximal end of the longitudinalbox 420 is partially enclosed by an end wall 430, mounted to andspanning between the parallel rail plates 424, that operates as an endwall delineating a portion of the trough 426. Adjacent the end wall 430,the parallel rail plates 424 each include an opening 432 configured toreceive a pin 436, where the pin is mounted to the parallel rail platesby welding, for example. In exemplary form, the pin 436 embodies acylindrical shape and includes a diameter sized to be received within acorresponding end 438 of a hydraulic cylinder 440 of the king pin stop230.

An opposite end 442 of the hydraulic cylinder 440 is mounted to a sled450, which is also part of the king pin stop 230, which traverses alongcorresponding track 454 that protrudes outward from opposite, interiorfaces of the parallel rail plates 424 along the trough 426. In exemplaryform, the track 454 includes two mirror image track segments 454A, 454Bthat each extend through a corresponding opening 456 in each of theparallel rail plates 424. Each track segment 454A, 454B comprises anelongated, linear bar having a rectangular cross-section, with thedistal end of the bar embodying a taper 458. And each track segment454A, 454B includes a planar top surface 460 and an opposite bottomsurface that project outward from the interior surface of the parallelrail plates 424 a uniform distance along the longitudinal length of eachtrack segment, but for the distal end that is tapered. And each tracksegment 454A, 454B is oriented to extend longitudinally in parallel tothe other track segment at approximately the same vertical height sothat the two track segments are directly opposite one another and extendlongitudinally in parallel to partially delineate the trough 426. Inthis manner, the sled 450 rides upon the planar top surface 460 whenrepositioned by extension or retraction of the hydraulic cylinder 440.

In exemplary form, the sled 450 comprises a rounded-over, block C-shapedplate 464 that includes a top surface 466, a bottom surface, and a frontsurface 468 that extends between the top and bottom surfaces. Inexemplary form, the top and bottom surfaces 466 having a lateral widththat is slightly less than the distance between the parallel rail plates424, which is substantially constant along their longitudinal length.The length of the top and bottom surfaces 466 of the block C-shapedplate 464 may be arbitrary, but is generally uniform and large enough toform a covering over the end 442 of the hydraulic cylinder 440 that ismounted to the sled 450. The front surface 468 of the C-shaped plate 464that extends between the top and bottom surfaces 466 also includes alateral width that is slightly less than the distance between theparallel rail plates 424, but for two rectangular openings 469 formedtherethrough that are large enough to accommodate the rectangularcross-section of each of the track segments 454A 454B. The shape of theC-shaped plate 464 delineates a proximal cavity that includes a pair ofvertical braces 470 extending vertically and parallel to one another,and also inset with respect to the track segments 454A 454B whenassembled. A corresponding hole extending through each of the braces 470is sized to accommodate a pin 472, which is circumscribed by one end 442of the hydraulic cylinder 440. In this manner, as the hydraulic cylinder440 is repositioned from a retracted position to an extended position,and vice versa, the sled 450 is correspondingly repositionedlongitudinally along the planar top surface 460 of the track 454 inorder to vary the dimensions of the elongated opening 414 that canaccept a king pin of a parked trailer. In exemplary form, the track 454extends longitudinally and proximally beneath the top, planar plate 412(i.e., beyond the stopping point or boundary of the elongated opening414) so that the sled 450 may be repositioned when the hydrauliccylinder 440 is fully retracted underneath the top, planar plate 412 andoutside of the bounds of the elongated opening 414 toward a proximal endof the king pin receiver 400.

Opposite the proximal end, the king pin receiver 400 includes a distalportion that is tapered and flared outward to facilitate more easilydirecting a trailer king pin into the elongated opening 414 anddirecting the king pin receiver 400 underneath the forwardmost portionof the parked trailer. In particular, a first trapezoidal extension 480is mounted to each distal end of each parallel rail plate 424 in orderto act as a lateral funnel that tapers toward the trough 426 to direct aking pin into the trough. In addition a second trapezoidal extension 484is mounted to the distal ends of the top, planar plate 412 (and mountedto the first trapezoidal extensions 480 upon complete assembly). In thismanner, each second trapezoidal extension 484 acts as a ramp to reducethe vertical height leading to the top, planar plate 412. Accordingly,the front or forwardmost portion of a trailer may initially contact oneor both of the second trapezoidal extension 484, thereby causing thenose of the parked trailer to ride upon one or both of the secondtrapezoidal extension 484 and cause the king pin receiver 400 to bevertically repositioned beneath the front nose of the parked trailer112.

Each parallel rail plate 424 also includes a flange 486 having anopening 488 extending therethrough that is sized to receive an end ofthe pivot pin 402. By way of example, the pivot pin 402 is welded toboth parallel rail plates 424 and extends through a proximal opening inthe second longitudinal rectangular tube 370, which is sized to receivea pivot bushing 490. The pivot bushing 490 comprises a hollow cylindersized to receive the pivot pin 402 and allow rotation between the pivotpin and the second longitudinal rectangular tube 370. Consequently, theking pin receiver 400 is pivotally coupled to the second longitudinalrectangular tube 370. In order to provide additional structuralintegrity to the king pin receiver 400, a box plate 492 is mounted toand spans between the flanges 486 of the parallel rail plates 424.

Referring to FIG. 13, the exemplary hydraulic circuit 200 will bedescribed in greater detail. As discussed previously, the exemplaryhydraulic circuit 200 directs pressurized fluid to cause repositioningof the ground hook 210, the engagement neck 220, and the king pin stop230 by way of movement of a pump handle 508 associated with the pump andreservoir 240. The heart of the hydraulic circuit 200 is the fluid pumpand reservoir 240 that is fluidically coupled to a two-way valve 500 viaone or more hydraulic lines. The two-way valve 500 is repositionablebetween a first position and a second position.

The first position establishes fluid communication between the dischargeside of the pump and reservoir 240 and the neck repositioning hydrauliccylinder 380 via hydraulic lines. Accordingly, movement of the pumphandle 508 to pump fluid from the reservoir 240 and send this hydraulicfluid through the two-way valve 500 and to the neck repositioninghydraulic cylinder 380 is operative to retract (i.e., decrease length)the neck repositioning hydraulic cylinder, thereby overcoming the coilspring 378 bias and lowering the king pin receiver 400. Also, the firstposition establishes fluid communication between the inlet side of apair of gate valves 502, 504 and the inlet side (reservoir vent side) ofthe pump and reservoir 240. When the gate valves 502, 504 are open, thisfirst position allows higher pressure fluid associated with thehydraulic cylinders 298, 440 to be vented back to the reservoir throughthe two-way valve 500. But when the gate valves 502, 504 are closed,this first position does not provide fluid communication between thereservoir 240 and the hydraulic cylinders 298, 440.

Conversely, the second position of the two-way valve 500 establishesfluid communication between the discharge side of the pump and reservoir240 and an upstream side of the pair of gate valves 502, 504 and viahydraulic lines. When the gate valves 502, 504 are open and incommunication with the discharge side of the pump and reservoir 240,movement of the pump handle 508 pumps fluid from the reservoir, throughthe two-way valve 500, and on to the hydraulic cylinders 298, 440, whichis operative to extend (i.e., increase length) the hydraulic cylindersand raise the ground hook 210 and push against the parked semi-trailer112 king pin. Also, the second position of the two-way value 500establishes fluid communication between the inlet side of the neckrepositioning hydraulic cylinder 380 and the inlet side (reservoir ventside) of the pump and reservoir 240 to allow higher pressure fluidassociated with the neck repositioning hydraulic cylinder to be ventedback to the reservoir. As a result, venting the hydraulic fluid back tothe reservoir 240 from the neck repositioning hydraulic cylinder 380 isoperative to extend (i.e., increase length) the neck repositioninghydraulic cylinder, thereby having the coil spring 378 bias dominate andraise the height of the king pin receiver 400.

Referring now to FIGS. 1-19, an exemplary description of using theexemplary trailer restraint 100 will hereafter be described. As aprefatory matter, it will be presumed that prior to utilizing theexemplary trailer restraint 100, a number of events may have occurredthat put the semi-trailer 112 in a ready position for stabilization. Byway of example, these events may include having an over-the-road truckor hustler truck position the loaded/unloaded semi-trailer 112 where itwill be loaded/unloaded (e.g., backed up against a mezzanine of aloading dock 114). Moreover, it is presumed that the over-the-road truckor hustler truck has been removed from engagement with the parkedsemi-trailer 112 and that the parked semi-trailer's landing gear 118 isdeployed. Additionally, it is presumed that a forward portion underneaththe nose of the parked semi-trailer 112 is accessible and that a groundmount 120 has been previously installed.

As an initial matter, a yard worker or other individual (i.e., a “user”)may receive a message, signal, or other communication indicating that aparked trailer 112 is ready for restraint. Alternatively, the user mayvisually perceive that a parked trailer 112 is ready for restraint in acircumstance where no trailer restraint 100 is positioned under aforward portion of the parked trailer. Either way, the user deploys theexemplary trailer restraint 100 underneath the nose of the parkedsemi-trailer 112 so that the trailer restraint couples to the groundmount 120 and engages the trailer king pin 110 (see FIG. 14). In sodoing, the exemplary trailer restraint 100 is operative to retardforward movement of the parked semi-trailer 112 away from the loadingdock 114 by way of the king pin stop 230 pushing against the king pin110, thereby causing a pulling force to be exerted by the ground hook210 against the ground mount 120.

Initially, after determining the parked semi-trailer 112 is ready forrestraint, the user locates an available exemplary trailer restraint 100and determines whether the ground hook 210 is elevated and in conditionfor transport. If not, the user repositions the valve handle 510 to openthe valves 502, 504 and likewise repositions the two-way valve 500 tothe second position to establish fluid communication between thedischarge side of the pump and reservoir 240 and the inlet side of thevalves 502, 504. Thereafter, the user operates the pump handle 508associated with the fluid pump and reservoir 240 in order to pumphydraulic fluid from the reservoir to the first hydraulic cylinder 298,thereby causing the cylinder to extend (e.g., increase in overalllength). More specifically, one end of the cylinder 298 is coupled tothe pin 306 extending through the second parallel plate bracket 308 ofthe frame, while the other end of the cylinder 298 is mounted to the pin296 of the first parallel plate bracket 294 of one the cross-members 292of the ground hook 210. In this fashion, pumping fluid from the fluidpump and reservoir 240 lengthens the first hydraulic cylinder 298, whichoperates to raise the ground hook 210 above the ground (i.e., namelyraising the floating catch 330 with respect to the ground). Eventually,sufficient pumping and lengthening of the first hydraulic cylinder 298raises the ground hook 210 sufficiently high enough off the ground fortransportation. It should be noted that while the valves 502, 504 areopen and receiving hydraulic fluid from the discharge of the reservoir240, the hydraulic cylinder 440 associated with the king pin receiver400 is extended to a maximum length prior to raising the ground hook 210given that the weight of the tail hook provides greater resistance totravel. In other words, in order to raise the ground hook 210 off theground, it may be necessary to first extend the hydraulic cylinder 440associated with the king pin receiver 400 to its maximum length.

Presuming the ground hook 210 is sufficiently high enough off the groundfor transportation, the user repositions the valve handle 510 to thefirst condition in order to close the valves 502, 504 to lock theposition of the ground hook and repositions the two-way valve 500 to thefirst position in order to reposition the engagement neck 220 downwardto clear the height of the underneath front lip of the semi-trailer 112.After repositioning the two-way valve 500 to the first position, theuser may manipulate the pump handle 508 to pump fluid from the pump andreservoir 240, through the two-way valve 500, and on to the neckrepositioning cylinder 380, thereby causing the neck repositioningcylinder to contract (i.e., shorten its length) and overcome the bias ofthe coil spring 374 in order to lower the height of the engagement neckprior to repositioning the trailer restraint 100 underneath a forwardpart of the parked semi-trailer 112.

Referring to FIGS. 1 and 15, after the ground hook 210 and engagementneck 220 are appropriately positioned, the user may grasp the handle bar160 to reposition the exemplary trailer restraint 100 in proximity tothe parked semi-trailer 112. It should be noted that elevation of theground hook 210 results in the entire weight of the exemplary trailerrestraint 100 being borne by the two wheel 130 and tire 140combinations, as well as the caster 144. Upon reaching the parkedsemi-trailer 112 to be restrained, the user manipulates the handle bar160 to push the exemplary trailer restraint 100 underneath the forwardnose of the semi-trailer. More specifically, the user introduces therear of the exemplary trailer restraint 100 underneath the nose of thesemi-trailer first, typified by the ground hook 210 (continuing to be inan elevated position) extending under the nose of the semi-trailer firstand generally in line with the position of a ground mount 120 (see FIG.16).

While backing the exemplary trailer restraint 100 underneath the frontof the parked semi-trailer 112, it is presumed that the engagement neck220 is in a raised, floating position. In other words, it is presumedthat the engagement neck 220 is floating while the exemplary trailerrestraint 100 is pushed underneath the front of the parked trailer 112.In exemplary form, the floating engagement neck 220 causes thetrapezoidal extension 484 of the king pin receiver 400 to contact thefront of the parked trailer 112 and increase the load applied to theking pin receiver and engagement neck to overcome the bias of the coilspring 374 to vertically lower the king pin receiver underneath theforward portion of the parked trailer. As shown in FIG. 16, the bias ofthe coil spring 374 maintains contact between the top plate 412 of theking pin receiver 400 and the underside of the trailer king pin plate.It should be noted, however, that the engagement neck 220 may not befloating as a result of the neck repositioning hydraulic cylinder 380being at least partially contracted so that the engagement neck 220 isin a lowered position to overcome the bias of the coil spring 374.

In either case, as shown in FIGS. 9, 15, 16, and 18, the exemplarytrailer restraint 100 is repositioned underneath the front of the parkedtrailer 112 so that the elongated opening 414 of the engagement neck 220is longitudinally aligned with the king pin 110. In a circumstance wherethe engagement neck 220 is lowered via the hydraulic cylinder 380 toclear the front of the parked trailer 112 and thereafter repositioned sothat the engagement neck is underneath the forward nose of the parkedsemi-trailer, the engagement neck may be raised by the user manipulatingthe two-way valve 500. In particular, the two-way valve 500 may berepositioned from the first position to the second position in order tovent hydraulic pressure associated with the neck repositioning hydrauliccylinder 380 circuit to the pump and reservoir 240. By venting the neckrepositioning hydraulic cylinder 380 circuit, the hydraulic cylinder 380extends (i.e., increasing in length) and the bias of the coil spring 374is dominant with respect to the hydraulic cylinder 380 in order to raisethe vertical position of the engagement neck 220 until contacting theunderside of the parked semi-trailer 112 or reaching a maximum verticalheight. In this fashion, continued repositioning of the exemplarytrailer restraint 100 rearward, ground hook 210 first, causes the kingpin 110 of the parked semi-trailer to become seated within the elongatedopening 414 (see FIG. 18).

Just prior to, concurrent with, or following seating of the king pin 110within the elongated opening 414, the user repositions the ground hook210 to engage the ground mount 120. Specifically, the user repositionsthe gate valves 502, 504 to be open via actuation of the valve handle510 and repositions the two-way valve 500 to be in the first position.When the gate valves 502, 504 are open and vented to the reservoir 240,via the two-way valve 500 being in the first position, the weight of theground hook 210 becomes the dominant force and causes pressurized fluidfrom the first hydraulic cylinder 298 to flow toward the reservoir 240vent side, which corresponds with the first hydraulic cylinderretracting (i.e., decreasing in overall length) and the ground hookpivoting toward the ground.

As shown in FIG. 6, the pivoting action of the ground hook 210 ceaseswhen the floating catch 330 comes to rest on top of the ground mount120. By coming to rest, the cylindrical rod 332 of the floating catch330 may rest within one of the recesses 324 or may rest on top of one ofthe raised ribs 326. If the cylindrical rod 332 comes to rest within oneof the recesses 324, the restraint 100 need not be further positionedforward or rearward. In contrast, if the cylindrical rod 332 rests ontop of one of the raised ribs 326, the restraint 100 is repositionedslightly forward or rearward in order to seat the rod within acorresponding recess 324. It should be noted that while the valves 502,504 are open and the two-way valve 500 is in the first position, thehydraulic cylinder 440 may be slightly retracted (i.e., decreased inoverall length) to accommodate the king pin 110 moving deeper into theelongated opening 414 of the engagement neck 220 (compare FIGS. 18 and19) so that the ground hook 210 can be repositioned slightly rearwardinto the next corresponding recess 324 in instances where the floatingcatch 330 comes to rest on top of one of the raised ribs.

While the foregoing explanation has inherently presumed that thecylindrical rod 332 of the ground hook 210 is parallel with at least oneof the recesses 324 when the restraint 100 is initially positionedunderneath the forward portion of the parked trailer 112, it may be thatthe cylindrical rod is angled with respect to at least one of therecesses if the ground hook 210 is angularly offset from the midline ofthe parked trailer (i.e., the line running longitudinally along theparked trailer and through the king pin 110). In order to accommodatefor this angular variance, and seat the cylindrical rod 332 within oneof the recesses, the cylindrical rod has built in play with respect tothe remainder of the ground hook 210 by way of the enlarged openings 340through the lateral rails 290. In particular, the enlarged openings 340may be one or more multiples in width of the diameter of the cylindricalrod 332 to provide for vertical and proximal-to-distal motion betweenthe cylindrical rod and the remainder of the ground hook 210. In thisfashion, even if the lateral rails 290 of the ground hook 210 are notparallel to the lateral sides of the ground mount 120, the play betweenthe lateral rails and the cylindrical rod 332 accommodates for apredetermined angular offset that allows for the cylindrical rod 332 tobe angled other than perpendicularly with respect to the lateral rails290 and be received within one of the corresponding recesses 324.

Turning back to FIGS. 9 and 14-18, after the ground hook 210 is receivedwithin one of the recesses of the ground mount 120, and the king pin 110is at least partially received within the elongated opening 414, theuser may reposition the valve handle 510 to maintain the respectivepositions of the hydraulic cylinders 298, 440. At this time, therestraint 100 occupies the restraining position shown in FIGS. 17 and 18and the parked trailer may be loaded or unloaded.

In particular, the ground hook 210 is positioned in front of the parkedtrailer's landing gear 118 and retained in relative position via theground mount 120 and the hydraulic cylinder 298 being locked in anextended position, while the hydraulic cylinder 440 associated with theking pin receiver 400 is also locked in an extended position. Inexemplary form, the corresponding openings 324 of the ground mount 120are vertically angled so that minimal movement of the parked trailer 112forward (i.e., away from the loading dock 114) causes the cylindricalrod 332 deeper (i.e., closer to the ground) into its correspondingopening 324. Eventually, the cylindrical rod 332 occupies the deepestportion of a corresponding opening 324 so that as the parked trailerattempts to move forward, the restraint 100 precludes any additionalforward motion of the parked trailer 112. In particular, as the parkedtrailer 112 attempts to move forward, the king pin 110 pushes againstthe sled 450 but, based upon the hydraulic cylinder 440 being locked inits extended position, the king pin is unable to move deeper into theelongated opening 414. Consequently, the force applied to the sled 450via the king pin 110 attempts to move the entire restraint 100 forward.But this forward motion of the restraint 100 is inhibited once thecylindrical rod 332 occupies the deepest portion of a correspondingopening 324. In other words, any attempt by the parked trailer 112 tomove forward is restrained by the restraint 100 given that the restraintis put in tension by a forward portion of the king pin 110 pushing onthe sled 450, which is transferred into a pulling force via the groundhook 210 coupled to the ground mount 120. As will be discussed in moredetail hereafter, if the restraint 100 occupies a tension position(e.g., king pin 110 against the sled 450 and cylindrical rod 332 in thedeepest portion of a corresponding opening 324) post unloading/loadingof the parked trailer 112, an accommodation must be made to discontinuethis tension position before the restraint may be removed fromunderneath the parked trailer.

After the parked trailer 112 is loaded/unloaded, the restraint 100should be removed to allow a yard truck or other truck to couple to andremove the parked trailer from the loading dock 114. Presuming therestraint is in a tension position, removal of the restraint may not bepossible without discontinuing this tension position. Specifically,pivoting motion of the ground hook 210 upward and out of a correspondingrecess 324 may be precluded by the vertical angle of the recess. Inparticular, the arcuate motion of the pivoting ground hook 210 mayresult in contact with one of the raised ribs 322 so that the groundhook cannot be disengaged from the ground mount 120 without firstdiscontinuing the tension position.

In order to discontinue this tension position, a first exemplarysequence involves the user of the exemplary restraint 100 repositioningthe valve handle 510 to open the gate valves 502, 504 as well as ensurethat the two-way valve 500 is in the first position so that thehydraulic cylinders 298, 440 both vent to the reservoir 240. Thereafter,the user repositions the restraint 100 rearward, toward the rear of theparked trailer 112, and causes the king pin 110 to move deeper into theelongated opening 414 (see FIG. 19). More specifically, rearward motionof the restraint 100 results in the king pin 110 applying a force to thesled 450 that pressurizes the fluid associated with the hydrauliccylinder 440, thereby causing the cylinder to retract as the pressurizedfluid is vented to the reservoir 240. This retraction of the cylinder440 results in the sled 450 reconfiguring and increasing the depth ofthe opening 414 to accommodate deeper insertion of the king pin 110,thereby allowing the restraint 100 to be repositioned rearward slightlywith respect to the parked trailer 112. The slight rearward motion ofthe restraint 110 with respect to the trailer 112 coincides withrearward motion of the ground hook 210 with respect to the ground mount120 (see FIG. 19). This slight rearward motion of the ground hook 210with respect to the ground mount 120 allows the pivoting arc of theground hook to clear the raised ribs 322 interposed by the cylindricalrod 332.

After moving the ground hook 210 rearward with respect to the groundmount 120, the user of the restraint 100 repositions the two way valve500 to the second position and verifies that the valve handle 510 ispositioned so that the gate valves 502, 504 are open. Thereafter, theuser may grasp the pump handle 508 to cause the pump 240 to dischargepressurized hydraulic fluid to the hydraulic cylinders 440. Given thatthe weight of the ground hook 210 is less than the entire restraint 100,the pressurized fluid acts to extend the hydraulic cylinder facing theleast resistance, which in this case is the hydraulic cylinder 298mounted to the ground hook 210 to be extended first and operates toraise the ground hook out of a corresponding recess 324 and discontinueengagement between the ground hook and the ground mount 120. After thehydraulic cylinder 298 is fully extended, corresponding to the groundhook 210 being fully raised, the resistance associated with thehydraulic cylinder 298 exceeds that of the hydraulic cylinder 440 of theking pin receiver 400. Consequently, further pumping of hydraulic fluidoperates to extend the hydraulic cylinder 440 of the king pin receiveruntil reaching the fully extended position as shown in FIG. 18. At thispoint, the user of the restraint may reposition the valve handle 510 inorder to close the gate valves 502, 504 in order to fix the extendedpositions of the hydraulic cylinders 298, 440 for transport.

After the gate valves 502, 504 have been closed, the user may repositionthe two-way valve 500 to the first position and thereafter lower theengagement neck 220. In particular, after the two way valve 500 isrepositioned to the first position, so that the discharge side of thepump 240 is in communication with the neck repositioning hydrauliccylinder 380, the user may grasp the pump handle 508 and cause the pump240 to direct higher pressure hydraulic fluid to the neck repositioninghydraulic cylinder. As the higher pressure reaches the neckrepositioning hydraulic cylinder 380, this fluid operates to cause thehydraulic cylinder to contract (i.e., shorten in overall length) andovercome the bias of the coil spring 378 so as to pivot the engagementneck 220 around a longitudinal axis extending through the shaft 280toward the ground and out of engagement with the underside of the parkedtrailer 112. Upon reaching the desired position of the engagement neck220, the user may grasp the handle 160 of the restraint 100 and pull thestructure out from underneath the parked trailer. Upon removal of therestraint 100, the parked trailer 112 may be coupled to an over-the-roadtruck or hustler truck in order to remove the parked trailer from theloading dock 114.

While the foregoing restraint 100 incorporates a hydraulic cylinder 440associated with the king pin receiver 400 to relieve a tension conditionbetween the restraint and the ground mount 120 prior to disengaging therestraint from the ground mount, it is also within the scope of thedisclosure to include additional or alternative structures and methodsto relieve a tension condition.

For example, as shown in FIGS. 20-22, a first alternative exemplaryrestraint 600 includes the same components as the first exemplaryrestraint 100 unless otherwise noted. But what is different in thisfirst alternate exemplary restraint is that the lateral rails 290include an elongated and oversized opening 602 within which thecylindrical rod 332 is able to traverse more so in theproximal-to-distal direction. A pair of hydraulic cylinders 604 areconcurrently mounted to the second of the cross-members 292 and to thecylindrical rod 332, where corresponding hydraulic lines (not shown)mounted to the cylinders 604 are in communication with the third gatevalve 606 downstream from the first gate valve 502. In this manner,sending positive pressure to the cylinders 604 is operative toreposition the cylinders to take on an extended position and, in turn,reposition the cylindrical rod 332 distally (see FIG. 21) within theopening 602 so that the ground hook 210 can be raised out of engagementwith the ground mount 120 as the hydraulic cylinder 298 is operative toraise the ground hook when concurrently pressurized. As a result, thevertical travel associated with the sled 450 of the first exemplaryrestraint 100, which is operative to change the available opening 414size available to be occupied by the king pin 110 (see FIG. 15) in orderto discontinue a tension position between the restraint 100, king pin110, and ground mount 120, may be reallocated to the travel in theproximal-to-distal direction of the hydraulic cylinders 602 and thecylindrical rod 332 within the elongated opening 602. In this manner,repositioning the cylindrical rod 332 in the proximal-to-distaldirection (via repositioning the hydraulic cylinders 604) may beoperative to discontinue the tension position between the restraint 600,the trailer king pin 110, and the ground mount 120. A more detailedprocess for utilizing the first alternate exemplary restraint 600 and afirst alternate exemplary hydraulic circuit 610 follows.

Referring now to FIGS. 1-21, an exemplary description of using the firstalternate exemplary trailer restraint 600 will hereafter be described.As a prefatory matter, it will be presumed that prior to utilizing theexemplary trailer restraint 600, a number of events may have occurredthat put the semi-trailer 112 in a ready position for stabilization. Byway of example, these events may include having an over-the-road truckor hustler truck position the loaded/unloaded semi-trailer 112 where itwill be loaded/unloaded (e.g., backed up against a mezzanine of aloading dock 114). Moreover, it is presumed that the over-the-road truckor hustler truck has been removed from engagement with the parkedsemi-trailer 112 and that the parked semi-trailer's landing gear 118 isdeployed. Additionally, it is presumed that a forward portion underneaththe nose of the parked semi-trailer 112 is accessible and that a groundmount 120 has been previously installed.

As an initial matter, a yard worker or other individual (i.e., a “user”)may receive a message, signal, or other communication indicating that aparked trailer 112 is ready for restraint. Alternatively, the user mayvisually perceive that a parked trailer 112 is ready for restraint in acircumstance where no trailer restraint 600 is positioned under aforward portion of the parked trailer. Either way, the user deploys theexemplary trailer restraint 600 underneath the nose of the parkedsemi-trailer 112 so that the trailer restraint couples to the groundmount 120 and engages the trailer king pin 110 (see FIG. 14). In sodoing, the exemplary trailer restraint 600 is operative to retardforward movement of the parked semi-trailer 112 away from the loadingdock 114 by way of the king pin stop 230 pushing against the king pin110, thereby causing a pulling force to be exerted by the ground hook210 against the ground mount 120.

Initially, after determining the parked semi-trailer 112 is ready forrestraint, the user locates an available exemplary trailer restraint 600and determines whether the ground hook 210 is elevated and in conditionfor transport. If not, the user repositions the valve handle 510 to openthe valves 502, 504 (while the third gate valve 612 is closed) andlikewise repositions the two-way valve 500 to the second position toestablish fluid communication between the discharge side of the pump andreservoir 240 and the inlet side of the valves 502, 504. Thereafter, theuser operates the pump handle 508 associated with the fluid pump andreservoir 240 in order to pump hydraulic fluid from the reservoir to thefirst hydraulic cylinder 298, thereby causing the cylinder to extend(e.g., increase in overall length). More specifically, one end of thecylinder 298 is coupled to the pin 306 extending through the secondparallel plate bracket 308 of the frame, while the other end of thecylinder 298 is mounted to the pin 296 of the first parallel platebracket 294 of one the cross-members 292 of the ground hook 210. In thisfashion, pumping fluid from the fluid pump and reservoir 240 lengthensthe hydraulic cylinder 298, which operates to raise the ground hook 210above the ground (i.e., namely raising the floating catch 330 withrespect to the ground). Eventually, sufficient pumping and lengtheningof the first hydraulic cylinder 298 raises the ground hook 210sufficiently high enough off the ground for transportation. It should benoted that while the valves 502, 504 are open and receiving hydraulicfluid from the discharge of the reservoir 240, the hydraulic cylinder440 associated with the king pin receiver 400 is extended to a maximumlength prior to raising the ground hook 210 given that the weight of thetail hook provides greater resistance to travel. In other words, inorder to raise the ground hook 210 off the ground, it may be necessaryto first extend the hydraulic cylinder 440 associated with the king pinreceiver 400 to its maximum length.

Presuming the ground hook 210 is sufficiently high enough off the groundfor transportation, the user repositions the valve handle 510 to thefirst condition in order to close the valves 502, 504 to lock theposition of the ground hook and repositions the two-way valve 500 to thefirst position in order to reposition the engagement neck 220 downwardto clear the height of the underneath front lip of the semi-trailer 112.After repositioning the two-way valve 500 to the first position, theuser may manipulate the pump handle 508 to pump fluid from the pump andreservoir 240, through the two-way valve 500, and on to the neckrepositioning cylinder 380, thereby causing the neck repositioningcylinder to contract (i.e., shorten its length) and overcome the bias ofthe coil spring 374 in order to lower the height of the engagement neckprior to repositioning the trailer restraint 600 underneath a forwardpart of the parked semi-trailer 112.

Referring to FIGS. 1 and 15, after the ground hook 210 and engagementneck 220 are appropriately positioned, the user may grasp the handle bar160 to reposition the exemplary trailer restraint 600 in proximity tothe parked semi-trailer 112. It should be noted that elevation of theground hook 210 results in the entire weight of the exemplary trailerrestraint 600 being borne by the two wheel 130 and tire 140combinations, as well as the caster 144. Upon reaching the parkedsemi-trailer 112 to be restrained, the user manipulates the handle bar160 to push the exemplary trailer restraint 600 underneath the forwardnose of the semi-trailer. More specifically, the user introduces therear of the exemplary trailer restraint 600 underneath the nose of thesemi-trailer first, typified by the ground hook 210 (continuing to be inan elevated position) extending under the nose of the semi-trailer firstand generally in line with the position of a ground mount 120 (see FIG.16).

While backing the exemplary trailer restraint 600 underneath the frontof the parked semi-trailer 112, it is presumed that the engagement neck220 is in a raised, floating position. In other words, it is presumedthat the engagement neck 220 is floating while the exemplary trailerrestraint 600 is pushed underneath the front of the parked trailer 112.In exemplary form, the floating engagement neck 220 causes thetrapezoidal extension 484 of the king pin receiver 400 to contact thefront of the parked trailer 112 and increase the load applied to theking pin receiver and engagement neck to overcome the bias of the coilspring 374 to vertically lower the king pin receiver underneath theforward portion of the parked trailer. As shown in FIG. 16, the bias ofthe coil spring 374 maintains contact between the top plate 412 of theking pin receiver 400 and the underside of the trailer king pin plate.It should be noted, however, that the engagement neck 220 may not befloating as a result of the neck repositioning hydraulic cylinder 380being at least partially contracted so that the engagement neck 220 isin a lowered position to overcome the bias of the coil spring 374.

In either case, the exemplary trailer restraint 600 is repositionedunderneath the front of the parked trailer 112 so that the elongatedopening 414 of the engagement neck 220 is longitudinally aligned withthe king pin 110. In a circumstance where the engagement neck 220 islowered via the hydraulic cylinder 380 to clear the front of the parkedtrailer 112 and thereafter repositioned so that the engagement neck isunderneath the forward nose of the parked semi-trailer, the engagementneck may be raised by the user manipulating the two-way valve 500. Inparticular, the two-way valve 500 may be repositioned from the firstposition to the second position in order to vent hydraulic pressureassociated with the neck repositioning hydraulic cylinder 380 circuit tothe pump and reservoir 240. By venting the neck repositioning hydrauliccylinder 380 circuit, the hydraulic cylinder 380 extends (i.e.,increasing in length) and the bias of the coil spring 374 is dominantwith respect to the hydraulic cylinder 380 in order to raise thevertical position of the engagement neck 220 until contacting theunderside of the parked semi-trailer 112 or reaching a maximum verticalheight. In this fashion, continued repositioning of the exemplarytrailer restraint 600 rearward, ground hook 210 first, causes the kingpin 110 of the parked semi-trailer to become seated within the elongatedopening 414.

Just prior to, concurrent with, or following seating of the king pin 110within the elongated opening 414, the user repositions the ground hook210 to engage the ground mount 120. Specifically, the user repositionsthe gate valves 502, 504 to be open (while the third gate valve 612remains closed and the pair of hydraulic cylinders 604 are contracted)via actuation of the valve handle 510 and repositions the two-way valve500 to be in the first position. When the gate valves 502, 504 are openand vented to the reservoir 240, via the two-way valve 500 being in thefirst position, the weight of the ground hook 210 becomes the dominantforce and causes pressurized fluid from the first hydraulic cylinder 298to flow toward the reservoir 240 vent side, which corresponds with thefirst hydraulic cylinder retracting (i.e., decreasing in overall length)and the ground hook pivoting toward the ground.

As shown in FIG. 6, the pivoting action of the ground hook 210 ceaseswhen the floating catch 330 comes to rest on top of the ground mount120. By coming to rest, the cylindrical rod 332 of the floating catch330 may rest within one of the recesses 324 or may rest on top of one ofthe raised ribs 326. If the cylindrical rod 332 comes to rest within oneof the recesses 324, the restraint 600 need not be further positionedforward or rearward. In contrast, if the cylindrical rod 332 rests ontop of one of the raised ribs 326, the restraint 600 is repositionedslightly forward or rearward in order to seat the rod within acorresponding recess 324. It should be noted that while the valves 502,504 are open and the two-way valve 500 is in the first position, thehydraulic cylinder 440 may be slightly retracted (i.e., decreased inoverall length) to accommodate the king pin 110 moving deeper into theelongated opening 414 of the engagement neck 220 (compare FIGS. 18 and19) so that the ground hook 210 can be repositioned slightly rearwardinto the next corresponding recess 324 in instances where the floatingcatch 330 comes to rest on top of one of the raised ribs.

While the foregoing explanation has inherently presumed that thecylindrical rod 332 of the ground hook 210 is parallel with at least oneof the recesses 324 when the restraint 600 is initially positionedunderneath the forward portion of the parked trailer 112, it may be thatthe cylindrical rod is angled with respect to at least one of therecesses if the ground hook 210 is angularly offset from the midline ofthe parked trailer (i.e., the line running longitudinally along theparked trailer and through the king pin 110). In order to accommodatefor this angular variance, and seat the cylindrical rod 332 within oneof the recesses, the cylindrical rod has built in play with respect tothe remainder of the ground hook 210 by way of the elongated openings602 through the lateral rails 290. In particular, the elongated openings602 may be multiples in width of the diameter of the cylindrical rod 332to provide for vertical and proximal-to-distal motion between thecylindrical rod and the remainder of the ground hook 210. In thisfashion, even if the lateral rails 290 of the ground hook 210 are notparallel to the lateral sides of the ground mount 120, the play betweenthe lateral rails and the cylindrical rod 332 accommodates for apredetermined angular offset that allows for the cylindrical rod 332 tobe angled other than perpendicularly with respect to the lateral rails290 and be received within one of the corresponding recesses 324.

Turning back to FIGS. 9 and 14-18, after the ground hook 210 is receivedwithin one of the recesses of the ground mount 120, and the king pin 110is at least partially received within the elongated opening 414, theuser may reposition the valve handle 510 to maintain the respectivepositions of the hydraulic cylinders 298, 440. At this time, therestraint 600 occupies a restraining position (see, e.g., FIGS. 17 and18) and the parked trailer may be loaded or unloaded.

In particular, the ground hook 210 is positioned in front of the parkedtrailer's landing gear 118 and retained in relative position via theground mount 120 and the hydraulic cylinder 298 being locked in anextended position, the hydraulic cylinder 440 associated with the kingpin receiver 400 locked in an extended position, and the pair ofhydraulic cylinders 604 locked in a retracted position via the thirdgate valve 612 being closed. In exemplary form, the correspondingopenings 324 of the ground mount 120 are vertically angled so thatminimal movement of the parked trailer 112 forward (i.e., away from theloading dock 114) causes the cylindrical rod 332 deeper (i.e., closer tothe ground) into its corresponding opening 324. Eventually, thecylindrical rod 332 occupies the deepest portion of a correspondingopening 324 so that as the parked trailer attempts to move forward, therestraint 600 precludes any additional forward motion of the parkedtrailer 112. In particular, as the parked trailer 112 attempts to moveforward, the king pin 110 pushes against the sled 450 but, based uponthe hydraulic cylinder 440 being locked in its extended position, theking pin is unable to move deeper into the elongated opening 414.Consequently, the force applied to the sled 450 via the king pin 110attempts to move the entire restraint 600 forward. But this forwardmotion of the restraint 600 is inhibited once the cylindrical rod 332occupies the deepest portion of a corresponding opening 324. In otherwords, any attempt by the parked trailer 112 to move forward isrestrained by the restraint 600 given that the restraint is put intension by a forward portion of the king pin 110 pushing on the sled450, which is transferred into a pulling force via the ground hook 210coupled to the ground mount 120. As will be discussed in more detailhereafter, if the restraint 600 occupies a tension position (e.g., kingpin 110 against the sled 450 and cylindrical rod 332 in the deepestportion of a corresponding opening 324) post unloading/loading of theparked trailer 112, an accommodation must be made to discontinue thistension position before the restraint may be removed from underneath theparked trailer.

After the parked trailer 112 is loaded/unloaded, the restraint 600should be removed to allow a yard truck or other truck to couple to andremove the parked trailer from the loading dock 114. Presuming therestraint is in a tension position, removal of the restraint may not bepossible without discontinuing this tension position. Specifically,pivoting motion of the ground hook 210 upward and out of a correspondingrecess 324 may be precluded by the vertical angle of the recess. Inparticular, the arcuate motion of the pivoting ground hook 210 mayresult in contact with one of the raised ribs 322 so that the groundhook cannot be disengaged from the ground mount 120 without firstdiscontinuing the tension position.

In order to discontinue this tension position, an exemplary sequenceinvolves the user of the exemplary restraint 600 repositioning the valvehandle 510 to open the gate valves 502, 504 (as well as open the thirdgate valve 612) as well as ensure that the two-way valve 500 is in thesecond position so that the hydraulic cylinders 298, 440, 604 are influid communication with a discharge side of the pump 240. Thereafter,the user may grasp the pump handle 508 to cause the pump 240 todischarge pressurized hydraulic fluid to the hydraulic cylinders 298,440, 604. Given that the weight of the cylindrical rod 332 is less thanthe weight of the ground hook 210, which is less than the weight of theentire restraint 600, the pressurized fluid acts to extend the hydrauliccylinders facing the least resistance first, which in this case is thepair of hydraulic cylinders 604 mounted to the cylindrical rod 332.Consequently, the pair of hydraulic cylinders 604 are extended so thatthe cylindrical rod 332 rides against the rearward raised rib 322(partially defining the corresponding opening 324 that the cylindricalrod 332 previously occupied in a tension state) and partially up theincline of the raised rib until the cylinders 604 reach maximumextension. Thereafter, the pressurized hydraulic fluid is directed tothe hydraulic cylinder 298, which is extended and causes the ground hook210 to rise above the ground mount 120 and discontinue engagementbetween the ground hook and the ground mount 120. After the hydrauliccylinder 298 is fully extended, corresponding to the ground hook 210being fully raised, the resistance associated with the hydrauliccylinder 298 exceeds that of the hydraulic cylinder 440 of the king pinreceiver 400. Consequently, further pumping of hydraulic fluid operatesto extend the hydraulic cylinder 440 of the king pin receiver untilreaching the fully extended position as shown in FIG. 18. Though notnecessary to extend the hydraulic cylinder, the user may nonethelessreposition the valve handle 510 in order to close the gate valves 502,504 in order to fix the extended positions of the hydraulic cylinders298, 440, 604 for transport.

After the gate valves 502, 504 have been closed, the user may repositionthe two-way valve 500 to the first position and thereafter lower theengagement neck 220. In particular, after the two way valve 500 isrepositioned to the first position, so that the discharge side of thepump 240 is in communication with the neck repositioning hydrauliccylinder 380, the user may grasp the pump handle 508 and cause the pump240 to direct higher pressure hydraulic fluid to the neck repositioninghydraulic cylinder. As the higher pressure reaches the neckrepositioning hydraulic cylinder 380, this fluid operates to cause thehydraulic cylinder to contract (i.e., shorten in overall length) andovercome the bias of the coil spring 378 so as to pivot the engagementneck 220 around a longitudinal axis extending through the shaft 280toward the ground and out of engagement with the underside of the parkedtrailer 112. Upon reaching the desired position of the engagement neck220, the user may grasp the handle 160 of the restraint 600 and pull thestructure out from underneath the parked trailer. Upon removal of therestraint 600, the parked trailer 112 may be coupled to an over-the-roadtruck or hustler truck in order to remove the parked trailer from theloading dock 114.

While the foregoing restraint 600 incorporated a hydraulic cylinder 440associated with the king pin receiver 400 and a pair of hydrauliccylinders 604 associated with the ground hook 210 in order to relieve atension condition between the restraint and the ground mount 120 priorto disengaging the restraint from the ground mount, it is also withinthe scope of the disclosure to include additional or alternativestructures and methods to relieve a tension condition.

For example, as shown in FIGS. 23-25, a second alternative exemplaryrestraint 700 includes the same components as the first exemplaryrestraint 100 unless otherwise noted. But what is different in thissecond alternate exemplary restraint is that the lateral rails 290 aretelescopic, as is the engagement neck 220, in order to providelongitudinal adjustment between the king pin receiver 400 and the groundmount 120. A first pair of hydraulic cylinders 704 is concurrentlymounted to opposing ends of the engagement neck 220A, 220B, whereas asecond pair of hydraulic cylinders 706 are concurrently mounted opposingsections of the lateral rails 290A, 290B, with each cylinder includingcorresponding hydraulic lines (not shown) in communication with thethird gate valve 708 downstream from the first gate valve 502 or thetwo-way valve 500. In this manner, sending positive pressure to thecylinders 704, 706 is operative to reposition the cylinders to take onan extended position and, in turn, reposition either or both the kingpin receiver 400 proximally away from the king pin 100 and thecylindrical rod 332 distally so that the ground hook 210 can be raisedout of engagement with the ground mount 120 as the hydraulic cylinder298 is operative to raise the ground hook when concurrently pressurized.As a result, even if the vertical travel associated with the sled 450fails or is not provided for to change the available opening 414 sizeoccupied by the king pin 110 (see FIG. 15) in order to discontinue atension position between the restraint 100, king pin 110, and groundmount 120, the second alternate exemplary restraint 700 may nonethelessdiscontinue the tension position by repositioning the hydrauliccylinders 704, 706. In this manner, repositioning the cylinders 704, 706is operative to increase the spacing between the sled 450 and the groundmount 120 in the proximal-to-distal direction to discontinue the tensionposition between the restraint 700, the trailer king pin 110, and theground mount 120. A more detailed process for utilizing the secondexemplary restraint 700 and a second alternate exemplary hydrauliccircuit 710 follows.

Referring now to FIGS. 1-19 and 23-25, an exemplary description of usingthe second alternate exemplary trailer restraint 700 will hereafter bedescribed. As a prefatory matter, it will be presumed that prior toutilizing the exemplary trailer restraint 700, a number of events mayhave occurred that put the semi-trailer 112 in a ready position forstabilization. By way of example, these events may include having anover-the-road truck or hustler truck position the loaded/unloadedsemi-trailer 112 where it will be loaded/unloaded (e.g., backed upagainst a mezzanine of a loading dock 114). Moreover, it is presumedthat the over-the-road truck or hustler truck has been removed fromengagement with the parked semi-trailer 112 and that the parkedsemi-trailer's landing gear 118 is deployed. Additionally, it ispresumed that a forward portion underneath the nose of the parkedsemi-trailer 112 is accessible and that a ground mount 120 has beenpreviously installed.

As an initial matter, a yard worker or other individual (i.e., a “user”)may receive a message, signal, or other communication indicating that aparked trailer 112 is ready for restraint. Alternatively, the user mayvisually perceive that a parked trailer 112 is ready for restraint in acircumstance where no trailer restraint 700 is positioned under aforward portion of the parked trailer. Either way, the user deploys theexemplary trailer restraint 700 underneath the nose of the parkedsemi-trailer 112 so that the trailer restraint couples to the groundmount 120 and engages the trailer king pin 110 (see FIG. 14). In sodoing, the exemplary trailer restraint 700 is operative to retardforward movement of the parked semi-trailer 112 away from the loadingdock 114 by way of the king pin stop 230 pushing against the king pin110, thereby causing a pulling force to be exerted by the ground hook210 against the ground mount 120.

Initially, after determining the parked semi-trailer 112 is ready forrestraint, the user locates an available exemplary trailer restraint 700and determines whether the ground hook 210 is elevated and in conditionfor transport. If not, the user repositions the valve handle 510 to openthe valves 502, 504 (while the third gate valve 708 is closed) andlikewise repositions the two-way valve 500 to the second position toestablish fluid communication between the discharge side of the pump andreservoir 240 and the inlet side of the valves 502, 504. Thereafter, theuser operates the pump handle 508 associated with the fluid pump andreservoir 240 in order to pump hydraulic fluid from the reservoir to thefirst hydraulic cylinder 298, thereby causing the cylinder to extend(e.g., increase in overall length). More specifically, one end of thecylinder 298 is coupled to the pin 306 extending through the secondparallel plate bracket 308 of the frame, while the other end of thecylinder 298 is mounted to the pin 296 of the first parallel platebracket 294 of one the cross-members 292 of the ground hook 210. In thisfashion, pumping fluid from the fluid pump and reservoir 240 lengthensthe hydraulic cylinder 298, which operates to raise the ground hook 210above the ground (i.e., namely raising the floating catch 330 withrespect to the ground). Eventually, sufficient pumping and lengtheningof the first hydraulic cylinder 298 raises the ground hook 210sufficiently high enough off the ground for transportation. It should benoted that while the valves 502, 504 are open and receiving hydraulicfluid from the discharge of the reservoir 240, the hydraulic cylinder440 associated with the king pin receiver 400 is extended to a maximumlength prior to raising the ground hook 210 given that the weight of thetail hook provides greater resistance to travel. In other words, inorder to raise the ground hook 210 off the ground, it may be necessaryto first extend the hydraulic cylinder 440 associated with the king pinreceiver 400 to its maximum length.

Presuming the ground hook 210 is sufficiently high enough off the groundfor transportation, the user repositions the valve handle 510 to thefirst condition in order to close the valves 502, 504 to lock theposition of the ground hook and repositions the two-way valve 500 to thefirst position in order to reposition the engagement neck 220 downwardto clear the height of the underneath front lip of the semi-trailer 112.After repositioning the two-way valve 500 to the first position, theuser may manipulate the pump handle 508 to pump fluid from the pump andreservoir 240, through the two-way valve 500, and on to the neckrepositioning cylinder 380, thereby causing the neck repositioningcylinder to contract (i.e., shorten its length) and overcome the bias ofthe coil spring 374 in order to lower the height of the engagement neckprior to repositioning the trailer restraint 700 underneath a forwardpart of the parked semi-trailer 112.

Referring to FIGS. 1, 15, and 23-25, after the ground hook 210 andengagement neck 220 are appropriately positioned, the user may grasp thehandle bar 160 to reposition the exemplary trailer restraint 700 inproximity to the parked semi-trailer 112. It should be noted thatelevation of the ground hook 210 results in the entire weight of theexemplary trailer restraint 700 being borne by the two wheel 130 andtire 140 combinations, as well as the caster 144. Upon reaching theparked semi-trailer 112 to be restrained, the user manipulates thehandle bar 160 to push the exemplary trailer restraint 700 underneaththe forward nose of the semi-trailer. More specifically, the userintroduces the rear of the exemplary trailer restraint 700 underneaththe nose of the semi-trailer 112 first, typified by the ground hook 210(continuing to be in an elevated position) extending under the nose ofthe semi-trailer first and generally in line with the position of aground mount 120 (see FIG. 16).

While repositioning the exemplary trailer restraint 700 underneath thefront of the parked semi-trailer 112, it is presumed that the engagementneck 220 is in a raised, floating position. In other words, it ispresumed that the engagement neck 220 is floating while the exemplarytrailer restraint 700 is pushed underneath the front of the parkedtrailer 112. In exemplary form, the floating engagement neck 220 causesthe trapezoidal extension 484 of the king pin receiver 400 to contactthe front of the parked trailer 112 and increase the load applied to theking pin receiver and engagement neck to overcome the bias of the coilspring 374 to vertically lower the king pin receiver underneath theforward portion of the parked trailer. As shown in FIG. 16, the bias ofthe coil spring 374 maintains contact between the top plate 412 of theking pin receiver 400 and the underside of the trailer king pin plate.It should be noted, however, that the engagement neck 220 may not befloating as a result of the neck repositioning hydraulic cylinder 380being at least partially contracted so that the engagement neck 220 isin a lowered position to overcome the bias of the coil spring 374.

In either case, the exemplary trailer restraint 700 is repositionedunderneath the front of the parked trailer 112 so that the elongatedopening 414 of the engagement neck 220 is longitudinally aligned withthe king pin 110. In a circumstance where the engagement neck 220 islowered via the hydraulic cylinder 380 to clear the front of the parkedtrailer 112 and thereafter repositioned so that the engagement neck isunderneath the forward nose of the parked semi-trailer, the engagementneck may be raised by the user manipulating the two-way valve 500. Inparticular, the two-way valve 500 may be repositioned from the firstposition to the second position in order to vent hydraulic pressureassociated with the neck repositioning hydraulic cylinder 380 circuit tothe pump and reservoir 240. By venting the neck repositioning hydrauliccylinder 380 circuit, the hydraulic cylinder 380 extends (i.e.,increasing in length) and the bias of the coil spring 374 is dominantwith respect to the hydraulic cylinder 380 in order to raise thevertical position of the engagement neck 220 until contacting theunderside of the parked semi-trailer 112 or reaching a maximum verticalheight. In this fashion, continued repositioning of the exemplarytrailer restraint 700 rearward, ground hook 210 first, causes the kingpin 110 of the parked semi-trailer to become seated within the elongatedopening 414.

Just prior to, concurrent with, or following seating of the king pin 110within the elongated opening 414, the user repositions the ground hook210 to engage the ground mount 120. Specifically, the user repositionsthe gate valves 502, 504 to be open (while the third gate valve 708remains closed) via actuation of the valve handle 510 and repositionsthe two-way valve 500 to be in the first position. When the gate valves502, 504 are open and vented to the reservoir 240, via the two-way valve500 being in the first position, the weight of the ground hook 210becomes the dominant force and causes pressurized fluid from the firsthydraulic cylinder 298 to flow toward the reservoir 240 vent side, whichcorresponds with the first hydraulic cylinder retracting (i.e.,decreasing in overall length) and the ground hook pivoting toward theground.

As shown in FIG. 6, the pivoting action of the ground hook 210 ceaseswhen the floating catch 330 comes to rest on top of the ground mount120. By coming to rest, the cylindrical rod 332 of the floating catch330 may rest within one of the recesses 324 or may rest on top of one ofthe raised ribs 326. If the cylindrical rod 332 comes to rest within oneof the recesses 324, the restraint 700 need not be further positionedforward or rearward. In contrast, if the cylindrical rod 332 rests ontop of one of the raised ribs 326, the restraint 700 may be repositionedslightly forward or rearward in order to seat the rod within acorresponding recess 324. It should be noted that while the valves 502,504 are open and the two-way valve 500 is in the first position, thehydraulic cylinder 440 may be slightly retracted (i.e., decreased inoverall length) to accommodate the king pin 110 moving deeper into theelongated opening 414 of the engagement neck 220 (compare FIGS. 18 and19) so that the ground hook 210 can be repositioned slightly rearwardinto the next corresponding recess 324 in instances where the floatingcatch 330 comes to rest on top of one of the raised ribs.

While the foregoing explanation has inherently presumed that thecylindrical rod 332 of the ground hook 210 is parallel with at least oneof the recesses 324 when the restraint 700 is initially positionedunderneath the forward portion of the parked trailer 112, it may be thatthe cylindrical rod is angled with respect to at least one of therecesses if the ground hook 210 is angularly offset from the midline ofthe parked trailer (i.e., the line running longitudinally along theparked trailer and through the king pin 110). In order to accommodatefor this angular variance, and seat the cylindrical rod 332 within oneof the recesses, the cylindrical rod has built in play with respect tothe remainder of the ground hook 210 by way of the correspondingopenings 340 through the lateral rails 290. In this fashion, even if thelateral rails 290 of the ground hook 210 are not parallel to the lateralsides of the ground mount 120, the play between the lateral rails andthe cylindrical rod 332 accommodates for a predetermined angular offsetthat allows for the cylindrical rod 332 to be angled other thanperpendicularly with respect to the lateral rails 290 and be receivedwithin one of the corresponding recesses 324.

Turning back to FIGS. 9, 14-18, and 23-25, after the ground hook 210 isreceived within one of the recesses of the ground mount 120, and theking pin 110 is at least partially received within the elongated opening414, the user may reposition the valve handle 510 to close the gatevalves 502, 504 and maintain the respective positions of the hydrauliccylinders 298, 440. Likewise, the third gate valve 708 being in a closedposition maintains the respective lengths of the hydraulic cylinderpairs 704, 706 and correspondingly maintains the overall length of theengagement neck 220 and the lateral rails 290. At this time, therestraint 700 occupies a restraining position (see, e.g., FIGS. 17 and18) and the parked trailer 112 may be loaded or unloaded.

In particular, the ground hook 210 is positioned in front of the parkedtrailer's landing gear 118 and retained in relative position via theground mount 120 and the hydraulic cylinder 298 being locked in anextended position, the hydraulic cylinder 440 associated with the kingpin receiver 400 locked in an extended position, and the two pairs ofhydraulic cylinders 704, 706 are locked in position via the third gatevalve 708 being closed. In exemplary form, the corresponding openings324 of the ground mount 120 are vertically angled so that minimalmovement of the parked trailer 112 forward (i.e., away from the loadingdock 114) causes the cylindrical rod 332 deeper (i.e., closer to theground) into its corresponding opening 324. Eventually, based uponminimal forward movement of the parked trailer 112, the cylindrical rod332 may occupy the deepest portion of a corresponding opening 324 sothat as the parked trailer attempts to move forward, the restraint 700precludes any additional forward motion of the parked trailer 112. Inparticular, as the parked trailer 112 attempts to move forward, the kingpin 110 pushes against the sled 450 but, based upon the hydrauliccylinder 440 being locked in position (i.e., in an extended position),the king pin is unable to move deeper into the elongated opening 414.Consequently, the force applied to the sled 450 via the king pin 110attempts to move the entire restraint 700 forward. But this forwardmotion of the restraint 700 is inhibited once the cylindrical rod 332occupies the deepest portion of a corresponding opening 324. In otherwords, any attempt by the parked trailer 112 to move forward isrestrained by the restraint 700 given that the restraint is put intension by a forward portion of the king pin 110 pushing on the sled450, which is transferred into a pulling force via the ground hook 210coupled to the ground mount 120. At this time, the parked trailer 112may be loaded or unloaded. As will be discussed in more detailhereafter, if the restraint 700 occupies a tension position (e.g., kingpin 110 against the sled 450 and cylindrical rod 332 in the deepestportion of a corresponding opening 324) post unloading/loading of theparked trailer 112, an accommodation must be made to discontinue thistension position before the restraint may be removed from underneath theparked trailer.

After the parked trailer 112 is loaded/unloaded, the restraint 700should be removed to allow a yard truck or other truck to couple to andremove the parked trailer from the loading dock 114. Presuming therestraint 700 is in a tension position (i.e., forward motion of therestraint 700 is not possible because of the position of the ground hook210, whereas rearward repositioning of the restraint is not possiblebecause of the position of the sled 450 against the king pin 110),removal of the restraint may not be possible without discontinuing thistension position. Specifically, pivoting motion of the ground hook 210upward and out of a corresponding recess 324 may be precluded by thevertical angle of the recess. In particular, the arcuate motion of thepivoting ground hook 210 may result in contact with one of the raisedribs 322 so that the ground hook cannot be disengaged from the groundmount 120 without first discontinuing the tension position in order toreposition the restraint 700 forward (away from the rear of the parkedtrailer) and remove the restraint from underneath the parked trailer112.

In order to discontinue this tension position, an exemplary sequenceinvolves the user of the exemplary restraint 700 repositioning the gatevalves 502, 708 as well as ensuring that the two-way valve 500 is in thesecond position so that the hydraulic cylinders 298, 704, 706 are influid communication with a discharge side of the pump 240. Thereafter,the user may grasp the pump handle 508 to cause the pump 240 todischarge pressurized hydraulic fluid to the hydraulic cylinders 298,704, 706. Given that the weight of the cylindrical rod 332 is less thanthe weight of the ground hook 210, which is less than the weight of theentire restraint 700, the pressurized fluid acts first to extend thehydraulic cylinders facing the least resistance first, which in thiscase is the pair of hydraulic cylinders 706 mounted to the rail segments290A, 290B. Consequently, the pair of hydraulic cylinders 706 areextended so that the cylindrical rod 332 rides against the rearwardraised rib 322 (partially defining the corresponding opening 324 thatthe cylindrical rod 332 previously occupied in a tension state) andpartially up the incline of the raised rib until the cylinders 706 reachmaximum extension. Thereafter or concurrent with the repositioning ofthe cylinders 706, pressurized hydraulic fluid is directed to the secondpair of hydraulic cylinders 704 where the pressurized fluid acts toextend the hydraulic cylinders mounted to the engagement neck sections220A, 220B. Extension of the second pair of hydraulic cylinders 704 isoperative to push the king pin receiver 400 away from the king pin 110,thereby providing spacing between the sled 450 and the king pin. Thisspacing is sufficient to allow rearward motion (toward the rear of theparked trailer) of the restraint 700 so that if the maximum travel ofthe first pair of cylinders 706 is reached, but the ground hook 210cannot be disengaged from the ground mount 120 (e.g., the arcuate motionof the pivoting ground hook 210 may result in contact with one of theraised ribs 322 that precludes further arcuate, upward motion of theground hook with respect to the ground mount), the restraint maynonetheless be repositioned rearward to reposition the cylindrical rod332 so the ground hook 210 can be disengaged from the ground mount 120.After repositioning the cylindrical 332 rod to clear the ground mount120 and allow the ground hook 210 to be raised, further movement of thepump handle 508 causes the pump 240 to discharge pressurized hydraulicfluid to the hydraulic cylinder 298. This hydraulic fluid is operativeto extend the hydraulic cylinder and pivot the ground hook 210 upwardand out of engagement with the ground mount 120. Post upward pivoting ofthe ground hook 210, the user may reposition the valve handle 510 inorder to close the gate valves 502, 504 and close the third gate valve708 in order to fix the positions of the hydraulic cylinders 298, 440,704, 706 for transport.

After the gate valves 502, 504, 708 have been closed, the user mayreposition the two-way valve 500 to the first position and thereafterlower the engagement neck 220. In particular, after the two way valve500 is repositioned to the first position, so that the discharge side ofthe pump 240 is in communication with the neck repositioning hydrauliccylinder 380, the user may grasp the pump handle 508 and cause the pump240 to direct higher pressure hydraulic fluid to the neck repositioninghydraulic cylinder. As the higher pressure reaches the neckrepositioning hydraulic cylinder 380, this fluid operates to cause thehydraulic cylinder to contract (i.e., shorten in overall length) andovercome the bias of the coil spring 378 so as to pivot the engagementneck 220 around a longitudinal axis extending through the shaft 280toward the ground and out of engagement with the underside of the parkedtrailer 112. Upon reaching the desired position of the engagement neck220, the user may grasp the handle 160 of the restraint 700 and pull thestructure out from underneath the parked trailer. Upon removal of therestraint 700, the parked trailer 112 may be coupled to an over-the-roadtruck or hustler truck in order to remove the parked trailer from theloading dock 114.

While the foregoing restraint 700 incorporated a hydraulic cylinder 440associated with the king pin receiver 400 that may be used in order torelieve a tension condition between the restraint and the ground mount120 prior to disengaging the restraint from the ground mount, one neednot reposition the hydraulic cylinder 440 to relieve a tension positionif the either or both pairs of hydraulic cylinders 704, 706 arerepositioned.

Referring to FIGS. 26-29, it is also within the scope of the disclosureto provide a modified ground mount 720, 730 that may be used in lieu ofor in addition to the ground mount 120. More specifically, each modifiedground mount 720, 730 includes a repositionable carriage 732 that slidesalong a track with respect to a chassis 734 firmly mounted to theground.

The first alternate exemplary modified ground mount 720 includes a dualaction hydraulic cylinder 736 concurrently mounted to the chassis 734and the repositionable carriage 732. More specifically, the hydrauliccylinder 736 includes a hollow barrel 738 fixedly mounted to the chassis734, as well as a piston and rod assembly 740 that is repositionablymounted to the hollow barrel. The piston and rod assembly 740 is mountedto the repositionable carriage 732 so that movement of the piston androd assembly with respect to the barrel 738 results in correspondingmovement of the carriage with respect to the chassis 734. In thisalternate exemplary embodiment, the hydraulic cylinder 736 is in fluidcommunication with a pump (not shown) that may be actuated by a userrepositioning a restraint 100, 600, 700 in order to change the positionof a repositionable rib 744 with respect to a ground hook 210. A moredetailed discussion of using the first alternate exemplary modifiedground mount 720 will be discussed in more detail hereafter.

By way of discussion, when a user repositions a restraint 100, 600, 700underneath a forward portion of a parked trailer 112, the firstalternate exemplary modified ground mount 720 may be utilized in lieu ofor in addition to the ground mount 120 previously discussed to securethe ground hook 210 to the ground. In exemplary form, the followingexplanation incorporates by reference the discussions of deploying andremoving the exemplary restraints 100, 600, 700 from underneath a parkedtrailer 112 and replaces the ground mount 120 with the first alternateexemplary modified ground mount 720.

Referring to FIGS. 1, 6, 26 and 27, initially, prior to lowering theground hook 210 to engage the ground mount 720, the user verifies thatthe carriage is in its forward most position (see FIG. 27). Thereafter,the ground hook 210 is lowered so that the cylindrical rod 332 is seatedupon the chassis 734 between the repositionable rib 744 and a rear,fixed position rib 746. After the ground hook 210 is lowered, the usermay direct hydraulic fluid to the dual action hydraulic cylinder 736 inorder to increase the overall length of the cylinder and push therepositionable rib 744 against the cylindrical rod 322, thereby causinga tension position to exist between the king pin receiver 400, thetrailer king pin 110, the ground hook 210, and the ground mount 720. Inthis manner, forward motion of the parked trailer 112 with respect tothe restraint 100, 600, 700 and ground mount 720 is inhibited.Thereafter, presuming the king pin receiver 400 is properly positioned,the parked trailer 112 may be loaded or unloaded.

Post loading or unloading, the user may need to discontinue the tensionposition in order to remove the restraint 100, 600, 700 from underneaththe parked trailer 112. In order to relieve the tension position, theuser may simply direct hydraulic fluid to the dual action hydrauliccylinder 736 in order to decrease the overall length of the cylinder andpush the repositionable rib 744 away from the cylindrical rod 322,thereby creating spacing between the repositionable rib and thecylindrical rod causing the tension position to be discontinued betweenthe king pin receiver 400, the trailer king pin 110, the ground hook210, and the ground mount 720.

Turning specifically to FIGS. 28 and 29, the second alternate exemplarymodified ground mount 730 includes a ratchet bar 750 mounted to therepositionable carriage 732. More specifically, the ratchet bar 750 ispivotally mounted to the carriage 732 and operatively coupled to aspring loaded pawl (not shown) to selectively disengage the pawl (whichis mounted to the carriage 732) from a one of a series of ratchet teeth(not shown) associated with the chassis 734. By disengaging the pawlfrom the ratchet teeth, the carriage 732 is able to be freelyrepositioned with respect to the chassis 734 along the length of thechassis track. Conversely, when the pawl is engaged with respect to theratchet teeth, the carriage 732 is able to be freely repositioned withrespect to the chassis 734 in a first direction, but inhibited frombeing repositioned with respect to the chassis in a second direction(opposite the first direction). A more detailed discussion of using thesecond alternate exemplary modified ground mount 730 will be discussedin more detail hereafter.

Referring to FIGS. 1, 6, 28 and 29, initially, prior to lowering theground hook 210 to engage the ground mount 730, the user verifies thatthe carriage 732 is in its forward most position (see FIG. 29).Thereafter, the ground hook 210 is lowered so that the cylindrical rod332 is seated upon the chassis 734 between the repositionable rib 744and a rear, fixed position rib 746. After the ground hook 210 islowered, the user may reposition the carriage 732 rearward, toward thefixed position rib 746, by pushing the ratchet bar 750 rearward so thatthe pawl contacts, but rides over a series of ratchet teeth, in order toseat the cylindrical rod 332 against the repositionable rib 744, therebycausing a tension position to exist between the king pin receiver 400,the trailer king pin 110, the ground hook 210, and the ground mount 730.In this manner, forward motion of the parked trailer 112 with respect tothe restraint 100, 600, 700 and ground mount 730 is inhibited.Thereafter, presuming the king pin receiver 400 is properly positioned,the parked trailer 112 may be loaded or unloaded.

Post loading or unloading, the user may need to discontinue the tensionposition in order to remove the restraint 100, 600, 700 from underneaththe parked trailer 112. In order to relieve the tension position, theuser may reposition the ratchet bar 750 in order to discontinueengagement between the pawl and the ratchet teeth so as to allow thecarriage 732 forward, away from the fixed position rib 746, by pushingthe ratchet bar 750 forward so that the pawl no longer contacts any ofthe series of ratchet teeth, until reaching the intended, ultimateforward position of the carriage when the ratchet bar is no longer movedforward, thereby allowing the pawl to engage one of the series ofratchet teeth seat (see FIG. 29). By moving the carriage 732 forward,spacing between the repositionable rib 744 away and the cylindrical rod322 is created, thereby discontinuing the tension position between theking pin receiver 400, the trailer king pin 110, the ground hook 210,and the ground mount 730.

Referring to FIGS. 30-38, an exemplary stabilizing device 800 may beused to stabilize and leveling a parked semi-trailer. In exemplary form,it is envisioned that the stabilizing device 800 is repositionedunderneath a parked semi-trailer to provide stabilization and possiblyground retention to the forward portion of the semi-trailer in theabsence of a tractor, hustler truck, or other removable vehicle, whetheror not the semi-trailer's landing gear are deployed or not. Morespecifically, as will be discussed in further detail hereafter, thestabilizing device 800 may be deployed without having to reposition thelanding gear of the semi-trailer. Nevertheless, the stabilizing device800 may be specifically utilized in circumstances where the landing gearof the semi-trailer needs to be repositioned but is unable to berepositioned until the forward weight of the semi-trailer is at leastpartially taken off of the landing gear.

The exemplary stabilizing device 800 includes a frame 802 mounted to atorsion axle assembly 804 having mounted thereto at opposing ends arespective wheel assembly 806. By way of example, the torsion axleassembly 804 may be a Torflex axle 808, a pair of torsion arms 810, andcorresponding spindle pairs 812 commercially available from Dexter AxleCompany (2900 Industrial Parkway East, Elkhart, Ind. 86516). Thespindles 812 may or may not be removable from a respective torsion arm810. In exemplary fashion, the wheel assembly 806 includes a wheel hub814, a wheel 816, and a tire 818. It should be noted that variousnumbered hub bolt patterns may be utilized such as, without limitation,four, six, eight, and greater number of bolts to mount the wheel hub 814a corresponding wheel 816. The torsion axle assembly 804, by way of thewheel assemblies 806, bears the majority of the weight of thestabilizing device 800 when repositioned. But a portion of the weight ofthe stabilizing device is borne by a repositioning assembly 824 mountedto the axle assembly 804 and the frame 802 when the stabilizing deviceis free standing as shown in FIG. 1.

In exemplary form, the repositioning assembly 824 includes a T-shapedhandle 826 mounted to a steering shaft 828 that is operatively coupledto a pair of metal hub wheels 830. More specifically, an axle 834 ismounted transversely to the sheering shaft 828 by extending through thehollow cylindrical steering shaft 828 by way of a pair of longitudinallyaligned holes. The exterior tube of the axle 834 is, in exemplary form,welded to the steering shaft 828, while an internal bold is rotationallyrepositionable with respect to the exterior tube and is mounted to themetal hub wheels 830 to allow free rotation of the wheels. Those skilledthe art will understand that whenever exemplary fasteners or fasteningtechniques are disclosed as part of the exemplary stabilizing device800, any and all variants of the disclosed fasteners and fasteningtechniques shall comprise a part of the instant disclosure. For example,welding may be interchanged with adhesives and vice versa.

Rotation of the T-shaped handle 826 is operative to cause pivoting ofthe metal hub wheels 830 about the longitudinal axis of the steeringshaft 828. In exemplary form, the T-shaped handle 826 includes a hollowcylindrical tube 838 that is transversely mounted to a rectangular downtube 840 by extending through the hollow rectangular down tube 840 byway of a pair of longitudinally aligned holes. The cylindrical tube 838is welded to the down tube 840 so that roughly equal lengths of thecylindrical tube 838 extend on opposite sides of the down tube 840.Though not shown, the terminal ends of the cylindrical tube 838 mayinclude hand grips (rubber, plastic, etc.) to facilitate grasping of thecylindrical tube and repositioning of the T-shaped handle 826 by a dockworker or other user. In order to convert motion of the cylindrical tube838 and down tube 840 into pivoting motion of the metal hub wheels 830,a distal end of the down tube is welded to a cylindrical collar 844,which is mounted to the steering shaft 828 that includes a top cap 848to inhibit objects from becoming lodged within the steering shaft. Byway of example, the cylindrical collar 844 includes two pairs of throughholes 842 that are configured to receive a respective bolt thatconcurrently extends through corresponding through holes 846 of thesteering shaft 828. In this manner, if damage occurs to the T-shapedhandle 826, the damaged T-shaped handle can be easily removed from thesteering shaft 828 and fixed or replaced. Alternatively, the cylindricalcollar 844 may be welded to the steering shaft 828. In either instance,rotation of the T-shaped handle 826 results in rotation of the steeringshaft 828. But there are limits on the amount of rotation possiblebetween the T-shaped handle 826 and the steering shaft 828.

In this exemplary embodiment, the steering shaft 828 is partially housedwithin a cylindrical casing 850. A steering stop 854 is mounted at thebase of the cylindrical casing 850 and interfaces with the steeringshaft 828 to limit the rotational travel of the steering shaft. A distalend of the steering shaft 828 includes a pair of through openings 856sized to receive an axle shaft 858, which is mounted to the pair ofmetal hub wheels 830. In this fashion, the pair of metal hub wheels 830are rotationally repositionable with respect to the axle shaft 858, andrepositioning of the T-shaped handle 826 (within its rotationalconstraints) is transformed into rotational repositioning of the pair ofmetal hub wheels via the steering shaft 828 and axle shaft 858. A pairof parallel plates 860 is mounted to the cylindrical casing 850 and to adraw tube 864 in order to inhibit rotational repositioning of thecylindrical casing 850 as the steering shaft 828 is rotated therein. Inthis exemplary embodiment, the parallel plates 860 are mirror images ofone another and are welded to opposing exterior edges of the cylindricalcasing 850 along a longitudinal edge of each plate.

Each plate 860 includes three through openings so that the platescooperate to include three pairs of openings that are aligned with oneanother. A first of the three openings 868 is configured to receive abolt (not shown) that concurrently extends through a cylindrical sleeve870 of a brake lever 872. In this exemplary embodiment, the brake lever872 comprises three sections of hollow metal tubing 874 angledapproximately 135 degrees with respect to the nearest section, with aproximal tubing section having mounted transversely thereto a tubesegment 878 that operates as a handle. In this fashion, movement of thehandle 878 forward and rearward is operative to cause the sleeve 870 torotate about the bolt and correspondingly pivot a tension arm 880radially mounted to the exterior of the sleeve. The tension arm iscoupled to a wire or cable 884 that is concurrently coupled to a brakeassembly 890 (see FIG. 30) in order to selectively apply a retarding orstopping force to the wheel assemblies 806. A brake lock 892, comprisinga L-shaped bracket, is mounted to an interior side of the plate 860 towhich the sleeve 870 is adjacent, and includes a semi-circular cut-out893 into which the brake lever 872 may be received. When received withinthis semi-circular cut-out, the brake lever 872 is operative to tensionthe cable 884 and cause the brake assembly 890 to apply a retarding orstopping force to the wheel assemblies 806. In contrast, repositioningthe brake lever 872 forward so its range of motion is unencumbered bythe brake lock 892 (toward the jacks 960) is operative to lessen oroutright release the retarding or stopping force to the wheel assemblies806.

The draw tube 864 is concurrently mounted to the repositioning assembly824 and a dampening assembly 900. In exemplary form, correspondingopenings 894 extending through each of the plates 860 are configured toalign with corresponding openings 896 of the draw tube 864 in order toreceive nut and bolt fasteners (not shown) in order to removably mountthe repositioning assembly 824 to a proximal end of the draw tube. Inthis exemplary embodiment, the draw tube 864 comprises a hollowrectangular tube to which the dampening assembly 900 is mountedproximate a distal end.

The dampening assembly 900 is repositionably mounted to the torsion axleassembly 804 in order to allow the repositioning assembly 824 to pivotwith respect to the torsion axle assembly. A pair of upright mountingplates 902, which are identical in shape and shape each include arectangular cut-out that is configured to receive the torsion axle 808,are mounted to the torsion axle and to the draw tube 864. Specifically,a pair of flat plates 906, having identical size and shape, are mountedto opposing side surfaces of the draw tube 864 and are pivotally mountedto the mounting plates 902. Each plate 906 includes a through hole 908that is sized to receive a nut and bolt fastener (not shown) that isconcurrently received through holes 910 in each upright plate 902. Inthis exemplary embodiment, the nut and bolt fastener is not tightened tothe extent that it would preclude rotation of the plates 906 around thebolt fastener. Accordingly, the plates 906, which are coupled to thedraw tube 864, are rotationally repositionable about the bolt withrespect to the upright plates 902 (and torsion axle 808). In order toregulate the pivotal motion between the draw tube 864 and the uprightplates 902, the dampening assembly includes a pair of coil-over shocks910 biased toward and extended position (see FIG. 30).

In this exemplary embodiment, each shock 910 includes an upper and lowerspring stops 912 that are interposed by a coil spring 914. In thisexemplary embodiment, the coil spring in its fully extended position hasa 100 pounds spring compression. Each upper and lower spring stop 912 isintegrally formed with a knuckle connector that includes a through hole913 configured to receive a nut and bolt fastener. A distal knuckleassociated with each shock 910 is mounted to a respective upright plate902 using the nut and bolt fasteners that concurrently extend through acounterpart hole 918. a proximal knuckle associated with each shock 910is mounted to a respective tab 920 extending perpendicularly from amounting plate 922 using nut and bolt fasteners that concurrently extendthrough a respective hole 924 of each tab. More specifically the tabs920 are mounted to proximate terminal ends of the mounting plate 92 andextend generally parallel to respective side walls of the draw tube 864,but outset therefrom. The mounting plate 922 sits flush on top of thedraw tube 864 and is mounted thereto so that the lengthwise, dominantedges of the plate are perpendicular to a dominant longitudinal axis ofthe draw tube.

A piece of angle iron 930 is mounted to a side surface of one of theupright plates 902 in order to complete a perimeter that captures thetorsion axle 808. A proximal end of the angle iron 930 includes a pairof holes 932 that are configured to receive nut and bolt fasteners inorder to mount the angle iron to a first brake axle guide 936. The firstbrake axle guide 936 includes corresponding slots 938 that areconfigured to receive nut and bolt fasteners, as well as a enlargedopening extending therethrough that is sized to receive the brake axle940 of the brake assembly 890. Second and third brake axle guides 936′,936″, which are copies of the first brake axle guide 936,correspondingly receive the brake axle 940. However, the second andthird brake axle guides 936′, 936″ are mounted to the frame assembly802. In this exemplary embodiment, the brake axle 940 extends outwardpast the second and third brake axle guides 936′, 936″ and has mountedto respective ends of the brake axle mirror image brake shoes 942, 944that each include a cup 946 formed on a surface facing the tread portionof a respective tire 818. Mounted to the cup 946 is a replaceable brakepad that is configured to contact the tread portion of a respective tire818 when the brake axle 940 is sufficiently rotated.

In order to cause rotation of the brake axle 940 to selectively engagethe brake pads 948 and the tire 818 treads, the brake assembly 890includes a lever arm 952 that is rigidly mounted to the brake axle. Thelever arm 952 is operatively coupled to the tension arm 880 via a wireor cable 884. Consequently, movement of the handle 878 of the brakelever 872 causes rotation of the cylindrical sleeve 870 andcorresponding motion of the tension arm 880. Movement of the tension arm880 may be transferred to the lever arm 952 presuming the wire or cable884 is not slack.

FIG. 30 reflects the default position of the brake assembly 890 when nobrake is applied to either tire 818. In this position, movement of thehandle 878 toward the torsion axle 808 would cause the wire or cable 884to go slack so that movement of the tension arm 880 (fromcounterclockwise rotation of the cylindrical sleeve 870) would not causeany resulting motion of the lever arm 952. Conversely, movement of thehandle 878 away from the torsion axle 808 results in the wire or cable884 being in tension so that movement of the tension arm 880 (fromclockwise rotation of the cylindrical sleeve 870) causes resultingmotion of the lever arm 952, thereby rotating the brake axle 940clockwise to rotate the brake shoes 942, 944 and force the brake pads948 against the tire 818 treads. At the point where the brake pads 948are forced against the tire 818 treads, further movement of the handle878 away from the torsion axle 808 results in increasing force appliedby the brake pads 948 against the tire 818 treads. In other words, thestopping power applied by the brake pads 948 against the tire 818 treadsmay be changed depending upon the input force applied by an operator ofthe brake lever 872.

Referring to FIG. 34, the exemplary frame 802 is operative to connectthe torsion axle 808 to a pair of repositionable jacks 960, as well asconnect the repositionable jacks to one another, so that the axleassembly 804 and wheel assemblies 806 cooperate to support a majority ofthe weight of the stabilizing device 800 during transportation thereof.In exemplary form, each repositionable jack 960 comprises a screw jackand includes a rectangular ground boot 962 that is mounted to a distalend of a first telescopic tube (not shown) that is inset with respect toa second telescopic tube 966. Rotation of a crank handle 970, which isrotatationally coupled to a jack drive shaft 972, is operative to causerepositioning of the first telescopic tube with respect to the secondtelescopic tube 966. More specifically, the jack drive shaft 972includes a pair of gears (not shown), with a respective gear housedwithin a respective extension pad 976, that engages with a screw (notshown) concurrently mounted to the first and second telescopic tubes966. In this fashion, rotation of the jack drive shaft 972 istransformed into rotational motion of the screw, which is in turntransformed into longitudinal motion of the second telescopic tube 966with respect to the first telescopic tube.

In exemplary form, each ground boot 962 is mounted to an axle chassis980, which comprises part of the frame 802. By way of example, each axlechassis 980 includes an angle iron backbone 982 having a top flange witha pair of elongated through holes 984 that are configured to align withcorresponding through holes 986 of an axle support 988. A pair of downtubes 990, 992, comprising rectangular tubular steel, is concurrentlymounted to the underside of the top flange and a top surface of therectangular ground boot 962 proximate the two outermost corners.Specifically, a first of the down tubes 990 is oriented generallyperpendicular to the underside of the top flange 982 and the top surfaceof the ground boot 962, whereas a second of the down tubes 992 is angledat approximately sixty-five degrees with respect to the underside of thetop flange and the top surface of the ground boot. The down tubes 990,992 may be secured directly to the top flange 982 and the top surface ofthe ground boot 962 such as by welding, and/or may be secured to the topflange and ground boot using rounded gusset brackets 996. When using therounded gusset brackets 996, the down tubes 990, 992 may be welded tothe gusset brackets or may be fastened thereto using nut and boltfasteners, presuming the presence of complementary holes through thedown tube and applicable gusset bracket.

The angle iron backbone 982 also includes a vertical flange 998 to whichthe down tubes 990, 992 may be secured. In exemplary form, the downtubes 990, 992 are welded to the vertical flange 998. The verticalflange 998 includes a rectangular cut-out 1000 sized to accommodateinsertion of the torsion axle 808. In addition, an elongated portion ofthe flange 998 includes a pair of holes 1002 that are configured toalign with the corresponding slots 938 of respective brake axle guides936′, 936″. In this fashion, conventional nut and bolt fasteners arereceived through the holes 1002 and slots 938 in order to mount arespective brake axle guide 936′, 936″ to a respective vertical flange998.

Interposing the down tubes 990, 992, the axle support 988 is mounted tothe angle iron backbone 982 in exemplary form by welding the axlesupport to both the top and vertical flanges 982, 998. Morespecifically, the axle support 988 comprises a C-shaped bracket with avertical flange 1004, a top flange 1006, and an overhanging flange 1008oriented in parallel to the vertical flange 1004, but having a shortervertical length than the vertical flange. As discussed previously, theaxle support 988 includes holes 986 extending through the top flange1004 that are configured to align with corresponding through holes 984of the angle iron backbone 982, in order to secure the axle support tothe backbone using conventional nut and bolt fasteners. The verticalflange 1004 includes a rounded rectangular cut-out 1010 sized toaccommodate throughput of the torsion axle 808. It should be noted thata top edge of the rectangular cut-out 1010 is vertically spaced from topflange 1004 the approximate vertical length of the overhanging flange1008 so that the axle support 988 has two flange edges that sit upon thetorsion axle 808. Ancillary, elongated openings 1012 are located on bothsides of the rectangular cut-out 1010 and extend through the verticalflange 1004. These vertical openings may be used to receive weldingmaterial or may be utilized to receive conventional nut and boltfasteners in order to mount the axle support 988 to the angle ironbackbone 982.

Referring to FIG. 36, the exemplary frame 802 includes a cross-brace1020 that extends between and connects to the repositionable jacks 960and the extension pads 976. More specifically, the cross-brace 1020comprises a longitudinal C-shaped panel 1022 having a planar wall 1024and perpendicular side walls 1026 extending parallel to one another todelineate an underside cavity 1028. Terminal ends of the panel 1022 areoriented perpendicular to a pair of flat mounting plates 1030 andmounted thereto via, in exemplary form, welding. Each mounting plate1030 includes a plurality of through holes 1032 that are aligned withcorresponding holes 1036, 1038 extending through corresponding jackmounting plates 1042 and extension pad flanges 1044. Upon alignment ofthe holes 1032, 1036, 1038, conventional nut and bolt fasteners arereceived within the holes in order to removable couple the cross-brace1020, the repositionable jacks 960, and the extension pads 976 to oneanother. In addition to the nut and bolt fastener holes 1032, eachmounting plate 1030 includes a centered opening 1040 sized toaccommodate throughput of the jack drive shaft 972.

The jack drive shaft 972, as discussed previously, is repositionablymounted to the crank handle 970 so that rotation of the crank handle istransformed into rotation of the jack drive shaft. More specifically,the jack drive shaft 972 extends through corresponding openings 1048 ofa jack casing 1050. Each jack casing 1050 is mounted to a correspondingstop plate 1054 that is configured to contact an underside of a parkedsemi-trailer when the alternate exemplary stabilizing device 800 iswedged between the ground and the parked semi-trailer. Morespecifically, a respective jack casing 1050 and stop plate 1054 compriseeach extension pad 976. In exemplary form, each jack casing 1050 andstop plate 1054 is fabricated from a metal or metal alloy (e.g., steel)and welded to one another so that a top rim 1056 of each jack casing1050 is approximately centered with respect to, and abuts, an underside1058 of the stop plate 1054. In this exemplary embodiment, the stopplate 1054 includes a planar horizontal wall 1060 from which extendramps 1064 on opposing lateral sides of the horizontal wall. Each rampis inclined and angled at approximately 45 degrees, though other angleslarger or smaller than 45 degrees may be utilized. These ramps 1064 aredesigned to direct any contacted objects during lateral movement up andover the horizontal wall 1060 in light of the fixed position of eachextension pad 976 with respect to its associated second telescopic tube966. In particular, each jack casing 1050 is sized (with a block C-shapethat matches the rectangular shape of the tube 966) to partiallycircumscribe the second telescopic tube 966 and be mounted thereto usingnut and bolt fasteners. In order to do so, each jack casing 1050includes a pair of side flanges 1044 and corresponding holes 1038 thatextend through the corresponding holes 1036 of a respective jackmounting plate 1042. Though not shown in FIG. 36, the jack drive shaft972 includes a gear that engages a corresponding gear of the firsttelescopic tube so that rotation of the jack drive shaft will cause thefirst telescopic tube to be longitudinally repositioned with respect tothe second telescopic tube 966. Each jack mounting plate 1042 includes aV-shape cut-out 1066 that accommodates throughput of the jack driveshaft 972 when the jack casings 1050 and mounting plates 1030 sandwichthe jack mounting plates. In addition to the jack assemblies 960 beingmounted to the cross-brace 1020 via nut and bolt fasteners coupling thejack mounting plate 1042, the jack casings 1050, and mounting plates1030, the jack assemblies are also mounted to other aspects of the frameassembly 802.

A pair of angled rectangular tubing braces 1070 is concurrently mountedto an underside of the C-shaped panel 1022 and to an interior verticalwall of the second telescopic tube 966. More specifically, complementaryrounded gusset brackets 1074 are welded to an underside of the C-shapedpanel 1022 at approximately the ⅓ and ⅔ of the longitudinal length ofthe panel. Corresponding holes extending through the gusset brackets1074 are configured to align with a corresponding hole extending throughone end of each brace 1070. The opposing end of each brace 1070 ismounted to another set of gusset brackets 1076 via nut and boltfasteners. Specifically, the gusset brackets 1076 are mounted to a sideof the second telescopic tube 966 proximate the ground boot 962. In thisfashion, the frame assembly 802 forms a pair of right triangles thatcouple the jack assemblies 960 to one another. In light of the foregoingdiscussion of structural components of the exemplary stabilizing device800, the following includes a more detailed discussion of methods ofusing the stabilizing device to stabilize a parked semi-trailer.

Referring back to FIGS. 30-38, the exemplary stabilizing device 800 isconfigured to be manually repositionable across a loading dock yard.More specifically the stabilizing device 800 is repositionable via thetwo wheel assemblies 806 and the repositioning assembly 824. By way ofexample, as an initial starting point, it is presumed that thestabilizing device is positioned at a remote location from a parkedsemi-trailer 1080 at a loading dock 1082.

The parked semi-trailer 1080 is presumed to be parked adjacent theloading dock so that its rear doors 1084 are open and an interior of thesemi-trailer is accessible via a bay 1086 at the loading dock 1082. Incertain instances, the loading dock bay 1086 may include a dock leveler(not shown), that those skilled in the art will understand is utilizedto create a bridge between an interior floor of the trailer 1080 and afloor of the loading dock 1082. It should be noted that when the trailer1080 is parked adjacent the loading dock 1082, an outline of the trailernormally covers the opening of the bay 1086 so that interior workers atthe loading dock cannot see via direct sight the exterior of the parkedtrailer. Consequently, the exemplary stabilizing device 800 may beaccompanied by a signaling device 1090 that, in exemplary form, includesa video camera on the exterior of the loading dock 1082 having directline of sight to underneath a forward portion of the parked trailer1080, where the camera is communicatively coupled to a display 1092 onthe interior of the loading dock to indicate visually whether or not theexemplary stabilizing device is positioned underneath the parked traileras a requisite for loading/unloading the trailer.

Upon parking the semi-trailer adjacent the loading dock bay 1086, anexterior dock worker retrieves the stabilizing device 800 to position itunderneath a forward portion of the trailer 1080. In exemplary form, theexterior dock worker locates and then repositions the stabilizing device800 by grasping the T-shaped handle 826 of the repositioning assembly824 while in the transport position shown in FIG. 30. The dock workercan either pull or push the stabilizing device 800 using the handle 826so that the stabilizing device rolls with respect to the ground via thetwo wheel assemblies 806 and the repositioning assembly 824. Morespecifically, the two tires 818 and wheels 816 are freely rotatable,presuming the brake assembly 890 is not engaged, as are the metal hubwheels 830. Turning and/or pivoting of the stabilizing device 800 isaccomplished by repositioning the T-shaped handle 826 to cause thesteering shaft 828 to pivot with respect to the cylindrical casing 850,thereby causing the metal hub wheels 830 to rotate and pivot in order toeffectuate a turn. Given that the steering shaft 828 can pivot ±90degrees from a straight line orientation (straight line orientationshown in FIG. 30), the metal hub wheels 830 are correspondingly able topivot ±90 degrees from a straight line orientation to facilitate fullright and left turns.

Upon reaching a forward vicinity of the parking the semi-trailer 1080,the exterior dock worker repositions the stabilizing device 800underneath a forward portion of the trailer, in front of the landinggear 1088. In particular, the exterior dock worker grasps the T-shapedhandle 826 of the repositioning assembly 824 to push the stabilizingdevice 800, using the handle 826, underneath the semi-trailer 1080. Morespecifically, the dock worker pushes the handle 826 to cause a rearwardaspect of the stabilizer 800 (extension pads 976, repositionable jacks960, wheel assemblies 806, torsion axle assembly 804) to pass underneaththe forward edge of the trailer 1080. In particular, the dock workeraligns the stabilizer 800 with respect to a king pin 1094 of the trailer1080 so that the draw tube 864 is in line with the king pin. Continuedpushing of the stabilizer under the semi-trailer 1080 eventually orientsthe extension pads 976 to be generally centered with respect to the kingpin (i.e., on opposing lateral sides of the king pin). At the same time,the handle 826 is not underneath the semi-trailer 1080. In other words,the stabilizer 800 is long enough to allow the exterior dock worker toreposition the stabilizer under the forward portion of the semi-trailer1080 without requiring the dock worker at any time to be located underthe parked semi-trailer. Though not required, this centering position ofthe stabilizer 800 is configured to allow the extension pads 976 tocontact a king pin plate (no shown), mounted to the underside of thesemi-trailer 1080, when the stabilizer is wedged between the ground andthe semi-trailer in its stabilizing position.

After positioning the stabilizer 800 underneath the forward portion ofthe semi-trailer 1080, the dock worker repositions the brake assembly890 to retard motion of stabilizer with respect to the ground.Specifically, the dock worker grasps the handle 828 of the brake lever872 and pulls it forward, toward the T-shaped handle 826. While pullingthe brake lever 872 forward, the dock worker ensures that the lever islaterally outward from the brake lock 892 so that continued forwardpulling on the brake lever will reposition the lever forward of thebrake lock. When this forward position is achieved, the dock workerrepositions the lever 872 laterally toward the brake lock 89 to thatrearward motion of the lever will eventually become seated within thesemi-circular cut-out 893, thereby retarding further rearward motion ofthe lever, and effectively locking the brake lever in a “brake on”orientation. This “brake on” orientation is operative to apply continuedbraking to the wheel assemblies 806.

In order to provide continued braking, the lever 872 is operativelycoupled to the cable 884, via the tension arm 880, which in turn isoperatively coupled to the brake pads 948 contacting a tread portion ofeach tire 818. More specifically, the “brake on” position has the cable884 in tension, which is operative to pull on the lever arm 952 andcause rotation of the brake axle 940. This rotation of the brake axle940 forces the brake shoes 942, 944 to pivot and corresponding push thebrake pads 948 into contact with the tread portion of each tire 818. Theamount of force applied to the tire tread various depending upon anynumber of factors that may include, without limitation, the size andcomposition of the brake pads 948, the distance between the tire 818treads and the brake axle 940, and the tension applied to the cable 884.In any event, the “brake on” position is operative to retardrepositioning of the stabilizer 800 up to a predetermined maximum force.After application of the brake assembly 890 to the “brake on” position,the stabilizer 800 may be repositioned to assume a trailer stabilizedposition. It should be noted, however, that application of the brakeassembly is not a prerequisite to repositioning the stabilizer 800 to atrailer stabilized position.

The exemplary trailer stabilized position corresponds to the stabilizer800 being wedged between the ground and the underside of thesemi-trailer 1080 so that the stabilizer assumes at least a portion ofthe load associated with a forward portion of the semi-trailer, whetherloaded or unloaded. In exemplary form, the dock worker grasps the crankhandle 970 and repositions the crank handle to longitudinally repositionthe first telescopic tube (not shown) with respect to the secondtelescopic tube 966. More specifically, the crank handle 970 is rotated,which correspondingly causes rotation of the attached jack drive shaft972. A gear (not shown) mounted to the jack drive shaft 972 iscorrespondingly rotated when the jack drive shaft 972 is rotated via thehandle 970. This gear engages a counterpart gear (not shown) associatedwith at least one of the telescopic tubes 966 in order to causelongitudinal repositioning between the tubes. Longitudinal repositioningof the first tube with respect to the second tube 966 causes thevertical spacing between the ground boots 962 and the extension pads 976to change. In particular, contraction between the first tube and thesecond tube 966 causes the vertical spacing between the ground boots 962and the extension pads 976 to decrease, whereas extension between thefirst tube and the second tube causes the vertical spacing between theground boots and the extension pads to increase. In order to wedge thestabilizer 800 between the ground and the underside of the semi-trailer1080, the first tube is extended with respect to the second tube 966until both extension pads 976 contact the underside of the parkedsemi-trailer and the ground boots 962 contact the ground so that thestabilizer assumes at least a portion of the load associated with aforward portion of the semi-trailer, whether loaded or unloaded.

Prior to repositioning the first tube with respect to the second tube966, the stabilizer 800 assumes a transport position having the jackassemblies 960 elevated above the ground. In sum, a bias associated withthe torsion axle 808 allows the rectangular ground boots 962 of the jackassemblies 960 to be elevated above the ground when the first tube isfully retracted with respect to the second tube 966 (indicative of thetransport position). Specifically, the torsion axle 808 has anintegrated spring bias that creates an active suspension between theaxle itself and the torsion arms 810, spindle pairs 812, and wheelassemblies 806. In other words, the spring bias of the torsion axle 808operates to resist upward movement of the wheel assemblies 806 withrespect to the axle. The majority of the weight of the stabilizer 800 isultimately borne by the wheel assemblies 806 (as part of a downwardforce in the direction of gravity) when in the transport position, butthis weight is not enough in the downward direction to overcome thespring bias of the axle 808, thus leading to the jack assemblies 960being elevated above the ground. But when the stabilizer 800 isrepositioned underneath the forward portion of the parked semi-trailerto a stabilized position, the weight of the stabilizer is borne by thejack assemblies 960 so that the full bias of the axle 808 is applied tothe wheel assemblies 806. In other words, when in a transport position,the load on the axle 808 is greater than when the stabilizer 800 is in astabilized position.

As the first tube is extended with respect to the second tube 966 ofeach jack assembly 960 where the ground boots eventually contact theground, two biases associated with the stabilizer 800 are no longerpartially counteracted by the weight of the stabilizer given that theentire weight of the stabilizer is carried by the two jack assemblies.First, the spring bias associated with the torsion axle 808, when notcounteracted by bearing the entire weight of the stabilizer 800, causesthe torsion arms 810 to pivot so that the respective end connected tothe spindle 812 swings down toward the ground as more of the weight ofthe stabilizer is borne by the jack assemblies 960. Eventually, the jackassemblies 960 bear the entire weight of the stabilizer 800 and thespindles 812 reach a static position where the weight of the wheelassemblies 806 is balanced by the spring bias of the torsion axle 808.In this position, the wheel assemblies 806 are lifted off the ground.Second, the spring bias associated with the pair of shocks 910, when notcounteracted by the draw tube 864 position attempting to compress theshocks (when the wheels 830 bear at least a portion of the weight of thestabilizer 800), causes the shocks to extend to a maximum length. Thismaximum length results in the wheels 830 being lifted off the ground asthe jack assemblies assume the entire weight of the stabilizer 800. Theshocks 910 restrict the pivoting motion between the draw tube 864 andthe torsion axle 808 given that the distance between the underside ofthe draw tube and the bottom of the wheels is always the same, whereasthe same cannot be said for the distance between the bottom of thetorsion axle and the bottom of the tire 818.

As discussed previously, after the stabilizer 800 is wedged between theground and the underside of the semi-trailer 1080, the stabilizer bearsat least a portion of the forward weight of the parked semi-trailer. Ininstances where the parked semi-trailer has landing gear down, the jackassemblies 960 may be repositioned to bear all (e.g., landing gear 1088lifted off the ground), none of the weight (e.g., when in the transportposition), or a portion of the forward weight of the parked semi-trailer(e.g., landing gear 1088 and stabilizer 800 cooperating to bear theweight). In exemplary form, the jack assemblies 960 may be repositionedto bear anywhere from zero to one hundred percent of the forward weightof the trailer 1080. In a circumstance where the stabilizer 800 isstarted off to bear none of the forward weight of the trailer, butrather be positioned as a back-up in case of landing gear failure, thejack assemblies 960 may be repositioned so that the extension pads 976almost contact the underside of the trailer. In this fashion, thestabilizer 800 is in position to bear all or a portion of the weight ofthe forward part of the trailer 1080 should the landing gear 1088experience a failure. Alternatively, in a circumstance where the trailer1080 is loaded, compression of the landing gear 1088 may occur andresult in a slight decrease in the height between the underside of thetrailer and the ground. In this loading scenario, the stabilizer 800 maystart out with the extension pads 976 not in contact with thesemi-trailer, but as the weight of the forward portion of thesemi-trailer increases and causes a slight decrease in the heightbetween the underside of the trailer and the ground, the semi-trailerunderside ultimately contacts the extension pads so the stabilizer bearsat least a portion of the forward weight of the semi-trailer.Alternatively, in exemplary form, the jack assemblies 960 may berepositioned to initially bear some or all of the weight of the forwardportion of the trailer 1080.

By rotating the crank handle 970, the jack assemblies 960 may berepositioned so that the extension pads 976 contact the underside of thetrailer 1080 and the stabilizer 800 bears some or all of the weight ofthe forward portion of the parked semi-trailer. As will be understood bythose skilled in the art, extending the first tube with respect to thesecond tube 966 (after the extension pads 976 have contacted theunderside of the trailer) and continuing to do so operates to shiftsome, and potentially all, of the weight bearing responsibility from thelanding gear to the stabilizer 800 so that the landing gear may remainon the ground or elevated above the ground (in a case where thestabilizer bears all of the weight of the forward portion of thesemi-trailer). Accordingly, the exterior dock worker is able tomanipulate the jack assemblies 960 via the crank handle 970 to positionthe jack assemblies in one of three positions: (1) a reserve position,where the jack assemblies are initially positioned not to bear theweight of the parked trailer 1080; (2) a sharing position, where thejack assemblies share the weight bearing responsibility with the landinggear 1088 of the semi-trailer; and, (3) an exclusive position, where thejack assemblies are solely responsible for supporting the forward weightof the parked semi-trailer (e.g., the landing gear are not in contactwith the ground).

Post positing the stabilizer 800 in one of the three positions, theparked semi-trailer 1080 may be loaded or unloaded by internal dockpersonnel. In order to confirm that the parked semi-trailer 1080 isready to be loaded/unloaded, the internal dock personnel may view one ormore images on a display 1092 showing the forward portion of the parkedsemi-trailer and whether a stabilizer 800 is positioned thereunder. Inorder to accomplish this visual verification as to the presence orabsence of a stabilizer 800 underneath a parked semi-trailer 1080, theloading dock is equipped with one or more cameras 1090 aimed at a areawhere the forward portion of a parked semi-trailer would reside. Each ofthe cameras 1090 is communicatively coupled to at least one display 1092mounted on the interior of the loading dock 1082 and viewable byinternal dock personnel. In exemplary form, the cameras 1090 maycomprise video cameras capable of generating video data and/or stillimage data. Moreover, exemplary displays 1092 in accordance with thepresent disclosure include televisions, computer monitors, andprojection screens. Based upon the visual images available for viewingby the internal dock personnel, the internal dock personnel mayauthorize loading or unloading of the parked semi-trailer after thestabilizer assumes one of the three positions. After completion of theloading/unloading of the parked semi-trailer 1080, the internal dockpersonnel notifies the exterior dock worker that the semi-trailer hasbeen loaded or unloaded so that no further entry into the semi-trailerwill occur. Exemplary forms of notification include, without limitation,colored and/or multiple lights on the loading dock exterior, radiosignals, and mechanical signals (e.g., a mechanical flag).

Upon receiving notification that loading/unloading of the parkedsemi-trailer 1080 is complete, the exterior dock worker removes thestabilizer 800 from underneath the forward portion of the parkedsemi-trailer. As part of the exemplary discussion of removal of thestabilizer 800 post loading/unloading of the parked semi-trailer 1080,it is presumed that the stabilizer is in an exclusive position where thejack assemblies 960 bear the entire weight of the forward portion of theparked semi-trailer. As will be appreciated by those skilled in the art,the exemplary discussion of removing the stabilizer 800 from underneaththe parked semi-trailer 1080 will necessarily encompass thosecircumstances where the stabilizer is positioned in either the sharingposition or a reserve position.

As an initial matter, the exterior dock worker 1086 repositions the jackassemblies 960 to decrease their overall longitudinal length andultimately cause the stabilizer 800 to contact the ground as a rollingchassis. As part of this process, the exterior dock worker turns thecrank handle 970 to cause the first tube to be retracted into the secondtube 966. This retraction, in turn, results in the extension pads 976 nolonger contacting the underside of the semi-trailer 1080, which meansthat the parked semi-trailer's landing gear 1088 assumes exclusiveresponsibility for bearing the weight of the forward portion of thesemi-trailer. Continued retraction of the first tube into the secondtube 966 eventually results in the wheel assemblies 806 and the metalhub wheels 830 contacting the ground. In particular, as the first tubeis further retracted into the second tube 966, the wheel assemblies 806and the metal hub wheels 830 act to share weight bearing responsibilitywith the jack assemblies 960.

In the case of the wheel assemblies 806, as more weight is borne by thewheel assemblies, the weight borne operates to counteract the springbias of the torsion axle 808. Specifically, as more weight is born bythe wheel assemblies 806, the spring bias associated with the torsionaxle 808 increases and is accompanied by rotation of the torsion arms810 so that the respective end of the torsion arm connected to thespindle 812 swings up away from the ground as less weight of thestabilizer is borne by the jack assemblies 960. Eventually, the jackassemblies 960 bear none of the weight of the stabilizer 800 (becausethe ground mounts 962 are no longer in contact with the ground) and thespindles 812 reach a static position where the weight of the stabilizeris balanced by the spring bias of the torsion axle 808.

As more weight is borne by the wheel assemblies 806 and the jackassemblies 960 are repositioned, the metal hub wheels eventually contactthe ground. Given that the distance between the underside of the drawtube 864 and the bottom of the wheels 830 is always the same, whereasthe same cannot be said for the distance between the bottom of thetorsion axle 808 and the bottom of the tire 818, the draw tube may pivotwith respect to the torsion axle as the wheel assemblies 806 arerepositioned with respect to the torsion axle. In such a case, thepivoting motion of the draw tube 864 is retarded by the shocks 910 sothat pivoting motion occurs when the upward force acting on the drawtube overcomes the downward force applied to the draw tube via theshocks. This pivoting motion between the draw tube 864 and the torsionaxle 808 generally reaches a maximum when a maximum travel endpoint isreached between the wheel assemblies 806 and the torsion axle. In otherwords, as the load borne by the wheel assemblies 806 increases(including instances of an active suspension where forces are notstatic) and the torsion arms 810 pivot upward with respect to thetorsion axle 808, away from the ground, the distance between the bottomof the tires 818 and the underside of the torsion axle 808 decreases,which can operate to increase the upward force on the draw tube 864 sothat pivoting motion occurs as a result of the shocks 910 compressing tocompensate for the increased forces exerted by the draw tube. When thejack assemblies 960 are fully retracted so that the ground boots 962 nolonger contact the ground and the stabilizer is in a static position,the forces between the wheel assemblies 806 and the torsion axle 808 arebalanced, as are the forces between the draw tube 864 and the torsionaxle. At this time, the brake assembly 890 may be disengaged.

To disengage the brake assembly 890, the exterior dock workerrepositions the brake lever 872 out of engagement with the brake lock892 so that the brake lever may move toward the jack assemblies 960 andpast the brake lock. By repositioning the brake lever 872 toward thejack assemblies 960, the tension on the cable 884 is decreased andallows the brake axle 940 to rotate. More specifically, this rotation ofthe brake axle 940 causes the brake shoes 942, 944 to pivot away fromthe tires 818 to a point where the brake pads 948 no longer contact thetread of the tires. Upon disengaging the brake assembly 890, thestabilizer 800 may be repositioned by rolling it out from underneath theparked semi-trailer 1080.

In order to reposition the stabilizer 800 out from underneath the parkedsemi-trailer 1080, the exterior dock worker grasps the T-shaped handle826 of the repositioning assembly 824 (while the stabilizer is in thetransport position shown in FIG. 30) and pulls the stabilizing device800 from underneath the parked semi-trailer 1080 by rolling thestabilizer with respect to the ground on its tires 818 and wheels 830.More specifically, the two tires 818 and wheels 816 are freelyrotatable, which allows ground repositioning of the stabilizer bypulling on the T-shaped handle 826 or rotating the T-shaped handle tocause the steering shaft 828 to pivot in order to effectuate a turn. Theexterior dock worker may then reposition the stabilizer 800 underneath adifferent parked semi-trailer (to restart the deployment positioningprocess) or may locate the stabilizer to a stand-by position awaitingparking of another semi-trailer. Either way, the stabilizer 800 isremoved from underneath the parked semi-trailer to allow the trailer tobe repositioned away from the loading dock.

Referring to FIGS. 39-42, a first alternate exemplary trailer stabilizer800′ differs from the exemplary trailer stabilizer 800 only in that theextension pads 976 are replaced with a single, integral contact plate1100; otherwise, the use and operability of the first alternateexemplary trailer stabilizer 800′ is the same as the exemplary trailerstabilizer 800. In exemplary form, the first alternate exemplary trailerstabilizer 800′ includes the contact plate 1100, which is operative toreplace the stop plates 1054 and the jack casings 1050 of the exemplarystabilizer 800. More specifically, the contact plate 1100 includes apair of bolting flanges 1102 that are connected to one another via ablock U-shaped channel member 1104. In this alternate exemplaryembodiment, the bolting flanges 1102 are wedged in between the mountingplates 1030 and corresponding jack mounting plates 1042 so that holesthrough the flange and plates are aligned with one another to receivenut and bolt fasteners.

In this first alternate exemplary trailer stabilizer 800′, the contactplate 1100 includes a contoured cup 1110 configured to receive a trailerkingpin (not shown). By way of example, the trailer may be a fluidtanker needing to be loaded or unloaded. More specifically, thecontoured cup 1110 faces away from the repositioning assembly 824 andfits within a cavity formed within the channel member 1104.Specifically, the cup 1110 comprises a flat bottom plate 1112 and acurved peripheral wall plate 1114 that are mounted to the channel member1104 and reinforced using a pair of cross-braces 1116 that extend fromthe front of the channel member to the rear of the channel member. Inthis fashion, as the trailer stabilizer 800′ is repositioned underneatha trailer with a kingpin, the contoured cup 1110 is sized to receive thekingpin upon proper alignment of the stabilizer that provides a stop inthe context of the peripheral wall plate 1114 that retards furthermotion of the stabilizer underneath the trailer. In this manner, thecontoured cup 1110 can act as an alignment device to ensure thestabilizer 800′ is centered.

In addition, the stabilizer 800′ may include the ground hook 210 so thatthe stabilizer may provide both stabilization and restraint of a parkedtrailer. In this fashion, the ground hook 210 would engage a groundcleat and the kingpin would ride against the curved peripheral wall inorder to restrain the trailer from moving away from a loading dock orother loading/unloading position. Those skilled in the art willunderstand the exemplary use of this revised stabilizer 800′ in view ofthe foregoing exemplary embodiments.

Referring to FIGS. 43-45, a second alternate exemplary trailerstabilizer 800″ differs from the exemplary trailer stabilizer 800 onlyin that the extension pads 976 are replaced with a single, integralcontact plate 1200; otherwise, the use and operability of the secondalternate exemplary trailer stabilizer 800″ is the same as the exemplarytrailer stabilizer 800. In exemplary form, the second alternateexemplary trailer stabilizer 800″ includes the contact plate 1200, whichis operative to replace the stop plates 1054 and the jack casings 1050of the exemplary stabilizer 800. More specifically, the contact plate1200 includes a pair of bolting flanges 1202 that are connected to oneanother via a block U-shaped channel member 1204. In this alternateexemplary embodiment, the bolting flanges 1202 are wedged in between themounting plates 1030 and corresponding jack mounting plates 1042 so thatholes through the flange and plates are aligned with one another toreceive nut and bolt fasteners. Consequently, the contact plate 1200 isoperative to engage an underside of a parked trailer in order tostabilize it upon deployment of the jacks. Consequently, reference ishad to the foregoing exemplary stabilizer 800 for a more detailedexemplary discussion of the use of this second alternate exemplarystabilizer 800″.

Following from the above description and invention summaries, it shouldbe apparent to those of ordinary skill in the art that, while themethods and apparatuses herein described constitute exemplaryembodiments of the present invention, the invention contained herein isnot limited to this precise embodiment and that changes may be made tosuch embodiments without departing from the scope of the invention asdefined by the claims. Additionally, it is to be understood that theinvention is defined by the claims and it is not intended that anylimitations or elements describing the exemplary embodiments set forthherein are to be incorporated into the interpretation of any claimelement unless such limitation or element is explicitly stated.Likewise, it is to be understood that it is not necessary to meet any orall of the identified advantages or objects of the invention disclosedherein in order to fall within the scope of any claims, since theinvention is defined by the claims and since inherent and/or unforeseenadvantages of the present invention may exist even though they may nothave been explicitly discussed herein.

What is claimed is: 1-36. (canceled)
 37. A trailer stabilizing systemcomprising: a repositionable semi-trailer stabilizer including: a firstsupport mounted to a first repositionable jack and a secondrepositionable jack, the first support also mounted to a first wheel anda second wheel; a contact plate extending over and in between the firstand second repositionable jacks, the contact plate mounted to the firstand second repositionable jacks, the contact plate including an uppersurface configured to contact an underside of a semi-trailer; asemi-trailer stop configured to engage, in a first direction, a verticalsurface of the semi-trailer to retard horizontal repositioning of thetrailer stabilizer in the first direction post engagement; a drive shaftextending between and operatively engaging the first and secondrepositionable jacks; a camera; and, a display configured to becommunicatively coupled to the camera and display images based uponsignals from the camera.
 38. The trailer stabilizing system of claim 37,wherein at least one of the first and second repositionable jackscomprises a screw jack with multiple gears.
 39. The trailer stabilizingsystem of claim 37, wherein: the first repositionable jack includes afirst jack bolting flange; the second repositionable jack includes asecond jack bolting flange; the contact plate includes a first andsecond plate bolting flanges; first fasteners concurrently engage andconnect the first jack bolting flange to the first plate bolding flange;second fasteners concurrently engage and connect the second jack boltingflange to the second plate bolding flange.
 40. The trailer stabilizingsystem of claim 37, wherein: the first wheel includes a first tire; thesecond wheel includes a second tire.
 41. The trailer stabilizing systemof claim 37, wherein the semi-trailer stop is laterally inset withrespect to the first and second repositionable jacks.
 42. The trailerstabilizing system of claim 41, wherein the semi-trailer stop isconfigured to engage a king pin of the semi-trailer.
 43. The trailerstabilizing system of claim 37, further comprising a crank handleoperatively coupled to the drive shaft.
 44. The trailer stabilizingsystem of claim 37, wherein: each of the first and second repositionablejacks comprises a first telescopic tube inset with respect to a secondtelescopic tube, the first telescopic tube configured to belongitudinally repositionable with respect to the second telescopictube, the second telescopic tube is mounted to the contact plate, thefirst telescopic tube is mounted to a ground boot; and the firsttelescopic tubes are repositionable independent of the first and secondwheels
 45. The trailer stabilizing system of claim 44, wherein: thefirst telescopic tube comprises rectangular steel; the second telescopictube comprises rectangular steel.
 46. The trailer stabilizing system ofclaim 37, further comprising a third wheel operatively coupled to thefirst support, wherein the first and second wheels are laterally alignedwith one another and depthwise offset from the third wheel.
 47. Thetrailer stabilizing system of claim 37, wherein the semi-trailer stopextends from the upper surface and cooperates therewith to form anL-shaped profile.
 48. The trailer stabilizing system of claim 37,wherein the repositionable semi-trailer stabilizer includes a tubularhandle depthwise offset from the contact plate.
 49. The trailerstabilizing system of claim 37, wherein the tubular handle includes avertical component operatively coupled to a horizontal component.
 50. Atrailer stabilizer comprising: a repositionable semi-trailer stabilizerincluding: a first support mounted to a first repositionable jack and asecond repositionable jack, the first support also mounted to a firstwheel and a second wheel; a contact plate extending over and in betweenthe first and second repositionable jacks, the contact plate mounted tothe first and second repositionable jacks, the contact plate includingan upper surface configured to contact an underside of a semi-trailer; asemi-trailer stop configured to engage, in a first direction, a verticalsurface of the semi-trailer to retard horizontal repositioning of thetrailer stabilizer in the first direction post engagement; and, a driveshaft extending between and operatively engaging the first and secondrepositionable jacks.
 51. The trailer stabilizer of claim 50, wherein atleast one of the first and second repositionable jacks comprises a screwjack with multiple gears.
 52. The trailer stabilizer of claim 50,wherein: the first repositionable jack includes a first jack boltingflange; the second repositionable jack includes a second jack boltingflange; the contact plate includes a first and second plate boltingflanges; first fasteners concurrently engage and connect the first jackbolting flange to the first plate bolding flange; second fastenersconcurrently engage and connect the second jack bolting flange to thesecond plate bolding flange.
 53. The trailer stabilizer of claim 50,wherein the semi-trailer stop is laterally inset with respect to thefirst and second repositionable jacks.
 54. The trailer stabilizer systemof claim 50, wherein: each of the first and second repositionable jackscomprises a first telescopic tube inset with respect to a secondtelescopic tube, the first telescopic tube configured to belongitudinally repositionable with respect to the second telescopictube, the second telescopic tube is mounted to the contact plate, thefirst telescopic tube is mounted to a ground boot.
 55. A method ofstabilizing a parked semi-trailer, the method comprising: manuallyrepositioning a trailer stabilizer, that includes a pair of telescopicjacks, at least partially underneath the parked semi-trailer in front oflanding gear of the parked semi-trailer, by rolling the trailerstabilizer so that the stabilizer passes under a forward edge of theparked semi-trailer and is generally laterally centered with respect tothe parked semi-trailer, so that a portion of a handle of the trailerstabilizer is beyond a footprint of the parked semi-trailer; manuallycranking the handle of the trailer stabilizer to reposition a driveshaft operatively engaging the pair of telescopic jacks to lengthen adominant dimension thereof, causing the pair of telescopic jacks towedge the trailer stabilizer between an underside of the parkedsemi-trailer and the ground so that the trailer stabilizer and thelanding gear share weight bearing responsibility for the forward portionof the parked semi-trailer, and causing wheels of the trailer stabilizerto be lifted off the ground.
 56. The method of claim 55, furthercomprising displaying an image on a display within an interior of aloading dock facility showing a relative position of the trailerstabilizer and the parked semi-trailer, where the image is generatedfrom a signal output from a camera positioned outside of the loadingdock facility.